GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS
(RAILWAY BOARD)

INDIAN RAILWAYS
SIGNAL ENGINEERING MANUAL
PART I

Madras
Southern Railway Press
1988

FOREWORD

Signals are the silent sentinels providing safety in train

operations. Procedures and practices in their maintenance and
operation are therefore vital to provide the safety as designed
The signalling systems are being continuously updated
on the Indian Railways to meet the growing needs of traffic
and hence new procedures are being evolved and implemented
by
supplementary
instructions,
corrections
and
modifications to the Signal Engineering Manual issued in
1955.
This revised Manual is an attempt to incorporate all the
changes and update the original publication of 1955.
I do hope that this will serve to guide and instruct all the
officers and staff of the Signaling and Telecommunication
Department to discharge their duties effectively and
efficiently.
New Delhi
9-1-1988

Sd. V. C. V. CHENULU
Member (Electrical), Railway Board

PREFACE
Signal Engineering Manual was first issued in January, 1955. Since then much
technological development has taken place in the field of railway signalling. A number of
correction memos had to be issued during the last three decades. 25 kV. A. C.
electrification has been taken up on the trunk and other important routes at an accelerated
pace. Special instructions issued regarding signalling on A. C. electrified routes are,
therefore, required to be incorporated in the Signal Engineering Manual. The use of
electronics in Railway Signaling is increasing day by day and instructions regarding the
same have also to be incorporated. The revision of Signal Engineering Manual had,
therefore, become an urgent necessity. Accordingly, it was decided to revise the existing
Signal Engineering Manual to make it up-to-date.
While revising the Signal Engineering Manual, a critical review was made regarding its
organisation and the need to make it more self-sufficient and functional. It was considered
desirable that unnecessary references to various other texts may be avoided. It was also
found necessary to make it into two parts-Part I dealing with items of general nature,
organisation of Signal and Tele communication department, duties and responsibilities of
Officers and staff at various levels etc. Part II dealing with specific instructions regarding
installation and maintenance of various signalling systems, sub-systems and equipments.
Such an arrangement would be found more convenient for reference, by the staff in the
field.

The work of revision of Signal Engineering Manual was initiated by Shri C. M. Joseph,
C. S. T. E. (Retired) in 1980 and later taken over by Shri S. Narasimhan, O. S. D./Signal
Engineering Manual (C. S. T. E./Southern Railway).

Draft Chapters have been thoroughly scrutinised and finalised after discussion with
the C.S.T.Es. of all the Zonal Railways. A special sub-Committee consisting of C. S. T. Es. of
Southern, Western South Eastern, Railway Electrification and Director (Tele-communication)
R. D. S. O. was appointed to finalise the Chapter on special requirements for signalling on
A. C. electrified routes. Every effort has been made to make the instructions
comprehensive. However, in a work of this type it is not possible to provide for every
contingency that may arise in day to day working. C. S. T. Es. of Zonal Railways may,
therefore, supplement, where necessary, the practices and procedures/orders as would suit
local circumstances of their Railway. It is needless to point out that such instructions would
not contravene any provisions of this Manual, the codes of various Departments of the
Railways the General Rules or any statutory regulations in force.

Provisions in the Signal Engineering Manual will apply to all signalling works to be
taken up in future. In the installations already existing or in progress, wherever the
requirements of this Manual are not complied with, suitable works may be undertaken on a
programmed basis to ensure compliance with this Manual.

New Delhi
Date : 9th January, 1988.

Sd.
(O.
P.
JAIN)
Executive Director (Signal and Tele communication)
Railway Board

CONTENTS
Chapter I

Organisation of the Signal and Tele communication

Department.

Chapter II

Duties of Signal and Tele communication Engineers.

Chapter III

Duties of Signal Inspectors

14

Chapter IV

Budget Estimates, Expenditure and 1 5 Budgetary

Control and Completion Reports.

21

Chapter V

Planning, Estimating and Survey .

24

Chapter VI

Signalling Stores and their Accountal

28

Chapter VII

Requirements of Signalling

33

Chapter VIII

Drawings, Specifications and Hooks of reference.

70

Chapter IX

General Instructions for Installation of Signaling

Equipment.

76

Chapter X

Contracts for Works

80

11

LIST OF CORRECTIONS AND ADDITIONS

of Memo

Date of
Memo

Date of
Receipt

Signature of the
recipient

Reference to Para and

Page in which Correction
or Addition has to been
made
Para
Page

CHAPTER I
ORGANISATION OF THE SIGNAL AND TELECOMMUNICATION DEPARTMENT
SECTION ' A'
Officers
Signal and Telecommunication DepartmentAn Overview
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
Engineering Department. The 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 the independent
administrative control of a Chief Administrative Officer (Construction) or General Manager
(Construction) reporting directly to the Railway Board.
Structure of Open Line Organisation
1.2. The Chief Signal and Telecommunication Engineer is the Administrative and
Professional Head of the Signal and Telecommunication Department and is responsible to
the General Manager for the efficient and economical working of the Department.
1.3. The Chief Signal and Telecommunication Engineer may be assisted in his work by
one or more Chief Signal Engineers and/or Chief Telecommunication Engineers. Wherever
provided, the Chief Signal Engineer and Chief Telecommunication Engineer are in
independent charge of their respective areas or control. Their work is, however, co-ordinate
by the Chief Signal and Telecommunication Engineer who is responsible to the General
Manager.
1.4.1. The Chief Signal and Telecommunication Engineer as well as the Chief Signal
Engineer and the Chief Telecommunication Engineer, where provided, is assisted at the
Headquarters by a team of Officers who may consist of Deputy Chief Signal and
Telecommunication Engineers, Senior Signal and Telecommunication Engineers and
Assistant Signal and Telecommunication Engineers.
1.4.2. The Chief Signal and Telecommunication Engineer will lay down the duties of
each of the Officers of the Headquarters Organisation.
1.5. The expression " Chief Signal and Telecommunication Engineer " wherever used in
this Manual includes Chief Signal Engineer, Chief Telecommunication Engineer and Chief
Signal and Telecommunication Engineer (Construction) unless the contrary is clear from the
context.
1.6. The Chief Signal and Telecommunication Engineer shall be in charge of staff
cadre gazetted and non-gazetted.
Construction Organisation
1.7. The Chief Signal and Telecommunication Engineer (Construction) shall provide
necessary direction and control for the efficient and economical execution of all works under
his charge.
1.8. The Chief Signal and Telecommunication Engineer (Construction) is assisted at
the Headquarters by a team of Officers who may consist of Deputy Chief Signal and
Telecommunication Engineers, Senior Signal and Telecommunication Engineers and
Assistant Signal and Telecommunication Engineers.

1.9. 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.
1.10. 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 the Chief
Signal and Telecommunication Engineer for compilation of budget at every budgetary stage.
1.11. The Chief Signal and Telecommunication Engineer (Construction) shall co-ordinate with
the 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.
1.12. 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. In such cases, the Head of the Signal and Telecommunication Branch shall
be responsible for co-ordination with the Chief Signal and Telecommunication Engineer as mentioned
in paragraphs 1.9 and 1.11.

Divisional Officers
1.13. A Signal and Telecommunication Engineer of appropriate grade is in charge of the
Signaling and Telecommunication Branch on each Division. He is responsible to the Divisional Railway
Manager for the maintenance as well as correct functioning of the installations under his charge.
He is under the technical control of the 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. In case more than one officer, in the highest grade is available on a Division, one of
them may be nominated as the coordinating officer. The Chief Signal and Telecommunication Engineer
will lay down the duties of the various officers of the Signal and Telecommunication Branch on the
Division.
1.14. The term "Divisional Signal and Telecommunication Engineer" includes Senior Divisional
Signal and Telecommunication Engineer (Junior Administrative Grade) and Divisional Signal and
Telecommunication Engineer (Senior Scale) holding charge of a division.

Extra Divisional Organisation

1.15. The following are the extra Divisional Organisations of the Signal and Telecommunication
Department on the Railways :
(a) Signal and Telecommunication Workshops ;
(b) Signal and Telecommunication Training School ;
(c) Microwave Organisation;
(d) Field Units of Construction Organisation;
(e) Any other unit designated by the railway.
1.16. Each of these Organisations is under the control of an Officer of appropriate grade who is
responsible for its efficient functioning to the 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 'B'
Strength Of Officers
1.17. Strength of Officers in the Headquarters Office of 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 studies conducted by the Efficiency Bureau of the Railway Beard.

SECTION ' C'

Technical Staff
1.18.1. The following are the technical staff of the Signal and Telecommunication
Department for the purpose of this Manual.
(a) Signal Inspectors, artisan staff under their charge
(b) Drawing office staff ; and
(c) Supervisory and artisan staff of Signal and Telecommunication Workshop.
1.18.2. The Signal Inspectors are classified as Sectional Signal Inspectors, Senior
Signal inspectors, 'Chief Signal Inspectors and Technical Inspectors.
1.18.3. The Sectional Signal Inspectors are directly in charge of installation and
maintenance of signalling on a section.
1.18.4. The Senior Signal Inspectors are directly in charge of installation and
maintenance of more important sections.
1.18.5. The Chief Signal Inspectors supervise the work of one or more Sectional Signal
Inspectors Senior Signal Inspectors and are responsible to the Divisional Signal and
Telecommunication Engineer.
1.18.6. The Technical Inspectors are headquartered in the Office of the Chief Signal
and Telecommunication Engineer/Divisional Signal and Telecommunication Engineer and
assist him in discharging his technical duties.
1.19. Staff under Inspectors :
1 19.1. Each Sectional Signal Inspector shall be assisted by one or more maintainers
and maintenance gangs.
1.19.2. Each Sectional/Chief Signal Inspector shall be provided with one or more special
gang/ gangs for attending to maintenance requirements that may be considered normally
beyond the scope of maintenance.
1.19.3. Each Chief Signal Inspector shall be provided with office/stores clerks and stores
khalasis depending on the quantum of office/stores work. Adequate number of chowkidars
for guarding railway material in his custody shall also be provided where necessary.
1.19.4. Each Signal Inspector except Technical Inspector may be provided with a trolley
or a motor trolley. Adequate number of trolleymen shall also be provided.
1.19 5. Each Senior Signal Inspector shall be assisted by appropriate staff as provided
for a Sectional Signal Inspector.

SECTION ' D'

Strength, Charges, Designations
1.20. Strength and Charges of staff :
The strength and charges of Inspectors, Maintainers, Sectional gangs and office staff
shall be generally in accordance with an approved yard stick framed by the Efficiency
Bureau of the Railway Board. Where such a yard stick is not available, the 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.

1.21. Designation and Code initials :

The designations and code initials of Officers, Inspectors and Maintainers shall be as under ::

1.21.1. Officers :
(a) Chief Signal and Telecommunication Engineer
(b) Chief Signal Engineer
(c) Chief Telecommunication Engineer
(d) Deputy Chief Signal and Telecommunication Engineer

C. S. T. E.
C. S. E.
C. C. E.
Dy. C. S. T. E.,

(e) Divisional Signal and Telecommunication Engineer

D. S. T. E.
Note.If the Divisional Officer is in Junior Administrative Grade, the Prefix Senior (Sr.) is
added to D. S. T. E.
(f) Senior Signal and Telecommunication Engineer (in Headquarters and extra divisional
organisations). S. S. T. E.
(g) Assistant Signal and Telecommunication Engineer.
.

S. S. T. E

1.21.2. Inspectors :
(a) Chief Signal Inspector
(b) Senior Signal Inspector
(c) Sectional Signal Inspector
(d) Technical Inspector

C. S. I.
S. S. I.
S. I.
T. I.

1.21.3. Maintainers
(a) Mechanical Signal Maintainers
(b) Electrical Signal Maintainer

M. S. M.
E. S. M.

CHAPTER II
DUTIES OF SIGNAL AND TELECOMMUNICATION ENGINEERS
SECTION ' A '
2.1 Duties of Signal and
Maintenance or Construction

Telecommunication

Engineer

in

charge

of

The Signal and Telecommunication Engineer in charge of Maintenance or Construction is

generally responsible for
(a) The installation and maintenance of all signalling and telecommunication equipment
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 the 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 and estimates and safe execution of works in his charge.
(d) Ensuring that all important inspection notes of higher authorities receive prompt
action.
(e) Co-ordination with Engineering and other branches in case of combined works ;
obtaining sanction of Commissioner of Railway Safety 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) Co-ordination with concerned branches in case of accidents for speedy restoration of
traffic and for investigation into the causes of accidents.
(g) Co-ordination with officers and staff of other branches in all other matters to ensure
smooth functioning of signalling and telecommunication system.
(h) Ensuring supply of approved quality materials and tools for the installation and
maintenance of the equipment.
(i) Control over expenditure in relation to budget allotments and sanctioned estimates.
(j) Submission of proposals for Revenue and Works Budget, and for periodic reviews.
(k) Exercise of such powers as may be delegated to him in Establishment and other
matters.
(1) Ensuring strict discipline amongst his staff within the frame work of the Rules.
(m) Dealing promptly with appeals and representations from and looking after the
welfare of his staff.
(n) Issue of special and specific maintenance schedules for Inspectors and Maintainers
as and when necessary.

10

2.2. Transfer of Charge :

2. 2. J. Instructions on "Transfer of Charge" are contained in Chapter I of Indian Railway
Code for Engineering Department.
2.2.2. The Divisional/Senior 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.
2.2.3. The "Transfer of Charge" statement shall be prepared in adequate number of
copies, signed by both and one copy sent to the Chief Signal and Telecommunication
Engineer
2.3. Applicability to other Signal and Telecommunication Engineers
These instructions with suitable modifications will apply to the other Signal and
Telecommunication Engineers posted to a Division or for executions of works.
SECTION ' B '
Additional duties of Signal and Telecommunication Engineer in charge of
Maintenance
2.4. The Divisional Signal and Telecommunication Engineer 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 Chief Signal
and Telecommunication Engineer.
(b) Periodical inspection of all Signalling and Telecommunication installations under his
charge by a Signal Engineer, at least once in twelve months. The inspection shall be
intensive with reference to the prescribed schedule of maintenance. A monthly report of
inspections so made shall be submitted to the Headquarters Office.
(c) 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, preferably
jointly with officers of Mechanical /Electrical /Traffic branches.
(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, Chief Signal and Tele-communication Engineer", General Manager, Commissioner
of Railway Safety or an officer of the Railway Beard etc.
(i) Interlocking plans of the section ;
(ii) Foot plate/station inspection details ;
(iii) Previous inspection reports of the section by 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.
(c) Inspection of office and stores of Inspectors once in a year. During the inspection a
percentage check of some of the stores items, particularly those that are costly shall be
made.
(f) Keeping watch on inspection of Signal and Telecommunication installations and foot
plate inspection by the Inspectors under his control.

11

(g) Analysing the failures from the reports submitted by the inspectors and taking remedial
measures to eliminate recurrence of failures. The reports may be examined in a meeting
preferably jointly with all Chief Signal Inspectors of the division to improve the standard of
maintenance.
Note.Each 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 Inspector.

(h) Drawing out a programme of 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 Chapter XIII.
(i) Reviewing the position in regard to supply of stores on the Division periodically.
(j) Planning replacements of wornout installations 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 strength is neither in
excess nor short of requirements.
(ii) Arranging to obtain timely sanction for additional maintenance staff before new works or
additions/alterations to existing installations involving increased workload are
commissioned.
(l) Ensuring sending periodical returns to Headquarters Office as well as replies to letters
from Headquarters within the time specified.
Note.The rules in Section' B 'will also apply to a Senior Signal and Telecommunication Engineer normally in
charge of Construction, who is entrusted with the maintenance of any installation as for the time being.

SECTION C
Additional duties of Signal and Telecommunication Engineer in charge of
Construction
2.5. The Signal and Telecommunication Engineer in charge of Construction 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.
(b) ensuring that all works are carried out strictly in accordance with the approved plans., standard
drawings and specifications and conforming to the provisions of this Manual. Deviations, if any, shall
have
the
prior
approval
of
the
Chief
Signal
and
Telecommunication
Engineer.
(c) (i) ensuring that traffic notices 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 for working of traffic, 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 where required as per
instructions' in paragraphs 9. 6 and 9.7.
(f) Advising Commissioner of Railway Safety 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 Paragraph 9.8.
(g) Submitting progress reports on Form S. & T./PR1 (Annexure ' 1 ') to Headquarters every month.
(h) Periodical verification of the Materials-at-site as per Paragraph 6.14.
Note,.The rules in Section ' C' will also apply to a Divisional Signal and Telecommunication Engineer normally in
change of maintenance, who is entrusted with the execution of certain specific works.

12

CHAPTER IV
BUDGET ESTIMATES, EXPENDITURE AND BUDGETARY CONTROL AND
COMPLETION REPORTS
SECTION 'A'
Introduction
4.1. 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. Demands 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. (i) Budget Orders and Allotments.The 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.
(ii) The 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
:
(i)
(ii)
(iii)

(iv)

Demands for Grants ;

(ii) Explanatory Memorandum showing the financial results of the year ;
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 ' 11 ').
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

13

of the Indian Railway Financial Code, Volume I (extracts at Annexure ' 12 ').
4.2. Demands for Grants.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 Signalling and Telecommunication are at Annexure '
13
')
4.3. Revenue and Works Budgets.Budget estimates of the Signal and
Telecommunication Department comprise mainly of the following :
(i) 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
4.2.
(ii) Works Budget. Open Line Works Budget' otherwise known as ' Annual
Works Programme ' comprises estimates of requirements for Works against
Demand
No.
16.
(iii) Plant and Machinery Programme comprises estimates of requirements for
Machinery and Plant against Demand No. 16.
SECTION ' B '
Estimates for Working Expenses or Revenue Budget
4.4. Compilation
4.4.1. 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 (extracts at Annexure ' 14 ')
SECTION ' C'
Works, Machinery and Rolling Stock Budget
4.5. 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' 15 '). 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
'
16
').
4.6.

Compilation

of

Plant

and

Machinery

Programme

4.6.1. 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).
4.6.2. The requirements of machinery in Signalling 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 is submitted 15 months in advance of the financial
year.
SECTION 'D'
Administering the Budget
4.7. Detailed instructions for administering the Budget are contained in Chapter III of the
Indian Railway Financial Code (extracts at Annexure ' 17 ').
SECTION ' E'
Maintenance of Accounts

14

4.8. 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.
4.9. Accounting
4.9.1. 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 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.
4.9.2. 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.
4.10.

Departmental

Registers

on

Extra-Divisional

Units

4.10.1. Revenue Allocation Register.The Divisional Signal and Telecommunication

Engineer in charge 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
Authorisation Rolls. The detailed instructions in regard to the maintenance of Revenue
Allocation Register are contained in Para 1469 of Engineering Code (Annexure 18 ')
4.10.2. 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
'
19
')
4.10.3. Reconciliation of Registers.The registers of the 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.
4.11. 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 ' F '
Control over Expenditure
4.12. 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
extracts
at
Annexure
'
20
')
413.

Indents

and

Work

Orders

4.13.1. When passing requisitions for materials and tools, for works or maintenance, and
also while sanctioning temporary and seasonal labour, the Divisional Signal and
Telecommunication Engineer shall ensure that the amounts involved are within the
allotments
and
also
within
provision
in
the
sanctioned
estimates.
4.13.2. Before execution of agreements and work orders with contractors the Divisional
Signal and Telecommunication Engineer shall ensure that these have been carefully checked

15

in every respect. Rates allowed in bills received from firms shall be carefully scrutinised
before they are passed for payments.
SECTION 'G'
Completion Reports
4.14. 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
'
21
')
CHAPTER
V
PLANNING,

ESTIMATING

AND

SURVEY

SECTION ' A '

Planning
5.1.1. 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
'
22
').
5.1.3. 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.
5.1.4. Works may be initiated either on a Division or at the Railway Headquarters. 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 the Financial Adviser and Chief Accounts Officer, it is noted for
inclusion
in
the
Works
Programme
of
the
ensuing
year.
5.1.5. Works initiated by the Headquarters Office shall be sent to the Financial Adviser and
Chief Accounts Officer 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 5.1.4
shall
be
followed.
5.1.6. A work should be considered as remunerative only if it satisfies the test of
remunerative ness as contained in Para 204 of the Indian Railway Financial Code (Annexure
' 23 ')
SECTION 'B'
Estimates
5.2. 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
'
24
')
5.3.

General

Instructions

applicable

to

Estimates

5-3.1. While preparing the Abstract Estimate m accordance with the Code Rules, the
expenditure for Stores may be grouped under Cabin Equipment, Point gear and
connections, Signal fittings and connection, Cable and line wire, Track Circuits, Block
Instruments, Station Master's Control Instrument, Control and Cabin telephones, etc.,
besides Labour, Tools and Plant, Establishment Charges, Freight and Contingencies, Works

16

to be done by other Departments, e. g., construction of cabin and other buildings,

construction of staff quarters, provision of wooden sleepers, power supply arrangements,
etc.,
are
to
be
included
where
necessary.
5.3.2. While preparing the detailed estimates in accordance with, the Code Rules, the
following
-guidelines
shall
be
observed
:
(i) Details of cost of cabin, 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.
5.3.3. For preparing estimate for Line Capacity Work, the Operating Department will advice
'the Signal and Telecommunication Department of the detailed traffic requirements. If this
involves preparation of a Plan or Sketch for estimating purposes, the Signal and
Telecommunication Department will arrange to do so and detailed estimates shall be
prepared only after the arrangements shown on the Plan or Sketch are agreed to by the
Operating Department. In other cases,1 the estimates shall be prepared on the basis of
requirements furnished by the Operating Department. In both cases, the justification for the
proposed work will be furnished by the Operating 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.
5.3.4. 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'
25
').
5.3.5. 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
Chief Signal and Telecommunication Engineer/Chief Signal and Telecommunication Engineer
(Construction). The Schedule of Rates may be reviewed and revised by the 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 Chief Signal and
Telecommunication Engineer/Chief Signal and Telecommunication Engineer (Construction).
5.3.6. Each Divisional Office shall maintain the Price Lists of Stores as issued by the Stores
Department.
5.3.7. The Divisional Signal and Telecommunication Engineer shall be in possession of
copies of "like authorised Scheduled of Rates and Price Lists of Stores and amendments
advised
to
him
from
time-to-time.
5.4. Reports accompanying Estimates.The reports shall generally include the following :
5.4.1. 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.

17

5.4.2. 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.
5.4.3. When the Project is of a nature involving scientific points or other considerations of
special character such as a new Signalling 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 Signalling 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.
5.4.4. In case of works of important nature like, Centralised Traffic Control. Automatic
Signalling, ate, 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
'C
'
Surveys
5.5.

Code

Rules:

5.5.1. General instructions for conducting surveys for Railway Projects are contained in
Chapter IE of the Indian Railway Code for the Engineering Department.
5.5.2.

The

System

of

Signalling

to

be

provided

shall

be

as

in

Para

7.131.

5.6. 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 Rupees One Crore before the inclusion of such works in the Works
Programme.
5.7. Survey for Signalling Works.Field surveys shall be carried out for the following
categories of Signal and Telecommunication works costing more than Rupees 50 lakhs each
before
inclusion
in
the
Works
Programme
:.
(i)
(ii)
(iii)
(iv)

Relay

Interlocking

Mechanisation
Microwave,

U.

Extensive

H.

of
of

F.

and

other

Major
Marshalling

multi-channel

integrated

telephone

yards

Yards

communication

;
systems

networks

;
;

(v) Sophisticated Signalling Schemes including Auxiliary Warning System, Centralised

Traffic
Control,
etc.
5.8. 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.
5.9. 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
:
(i) Availability of wooden/concrete sleepers ;
(ii) Availability of power supply at site or sites ;

18

(iii) Whether climatic condition will suit the type of equipment to be installed ;
(iv) Special problem like rocky soil, existence of wide rivers which may have to be traversed
by
cables
or
overhead
lines,
etc.
(v) Gradients on the section particularly if the Project is for provision of Automatic
Signalling ;
(vi) Detention to trains that can be saved ; additional services that can be introduced.
5.10.

Expenditure

on

Surveys:

5. 10.1. 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
costing
upto
Rs.
1
lakh.
5.10.2. 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.
5.10.3. The proposal for Surveys shall be submitted to the Railway Board well in advance to
enable
necessary
provision
being
made
in
the
Budget.
5.10.4. 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.
5.11. Imprest Amount.The official in-charge of Survey shall be provided with an adequate
Imprest. He shall be responsible for maintaining all accounts with necessary vouchers.
5.12.

Survey

Teams:

5.12.1. A Signalling 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 Signalling equipment accordingly duly taking into account the age and
condition
of
existing
equipment,
if
any.
5.12.2. The period for which the Signalling 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 Chief Signal and Telecommunication Engineer in consultation with the Financial Adviser
and Chief Accounts Officer of the Railway concerned while finalising the Survey Estimate.
5.12.3. The requirements of the Signal Department shall be obtained from the Chief Signal
and Telecommunication Engineer by the Chief Engineer while preparing the Survey
Estimates
for
such
Projects.
5.12.4. 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.
5.13. Administrative Control on Survey Team..The Signalling Survey team shall work
under the Administrative and Technical Control of the Chief Signal and Telecommunication
Engineer or Chief Signal and Telecommunication Engineer (Construction), as the case may
be, both for Surveys for Signalling works and for Signalling portion of the Surveys for
Projects
mentioned
in
Para
5.12.1.

19

5.14. Progress Reports on Surveys. The Official-in-charge shall submit periodical reports
of progress in prescribed forms as may be directed by the Chief Signal and
Telecommunication
Engineer.
5.15. Report.At the conclusion of the Survey, a report should be formulated by the
Officer-in-charge of the Survey. The details of the information collected, calculations and
diagrams,
shall
be
embodied
in
Tables
as
Annexure
to
the
Report.
5.16. Covering Note.The Survey Report and Annexures shall be submitted to the Railway
Board under a covering note, which shrill 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 Financial Adviser and Chief Accounts
Officer. CHAPTER VI
SIGNALLING STORES AND THEIR ACCOUNTAL
6.1. Classification of Stores.The Stores in the custody 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.
SECTION ' A
Imprest Stores
6.2. Operation of Imprest.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
'
26').
6.3. Location and Scale of Imprest.- Imprest Stores shall be provided with each Supervisory
Signal Inspector on a Division or such other Inspectors 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 Chief Signal and Telecommunication Engineer or any lower
authority authorised for the purpose. 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 'B'
Tools and Plant
6.4. Scale.A scale of Tools and Plant shall be fixed by the Chief Signal and
Telecommunication Engineer for each Inspector. This scale will include Tools for each
Maintainer
and
artisan
besides
a
small
reserve
with
the
Inspector.
6.5. Accountal.Instructions in regard to accountal of Tools and Plant are contained in
Paras 1456 and 1457 of Engineering Code (extracts at Annexure ' 27').
SECTION ' C '
Protective Clothing

20

6. 6. Periodical requirements.'The Supervisory Signal Inspector shall submit to his

Divisional Signal and Telecommunication Engineer, 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.
6.7. Preparation of Indents. Guidelines in regard to preparation of indents and accounting
of
protective
clothing
are
contained
in
Annexure
'
28
'.
6.8. Accountal of protective clothing.Accounts of protective clothing shall be maintained
by the Supervisory Signal Inspectors on Ledgers similar to the Tools and Plant Ledgers.
SECTION
'D'
Books of Reference
6.9. Supply of Books of Reference.The Supervisory Signal Inspector shall arrange to get
copies of all Books of Reference, in accordance with instructions in Chapter VIII, for the use
of his office, for himself and for the use of staff under him by submitting necessary indents
to
his
Divisional
Signal
and
Telecommunication
Engineer.
6.10. Accountal.Accounts of Books of Reference shall be maintained on Ledgers similar to
the Tools and Plant Ledgers.
SECTION ' E '
Office Furniture
6.11.
Acconntal
and
Replacement:
6.11.1. The Supervisory Signal Inspector shall maintain an account of all office furniture in
his
charge
on
Ledgers
similar
to
the
Tools
and
Plant
Ledgers.
6.11.2. All replacements shall be made on return of unserviceable articles. For any
additional item, prior approval of the Divisional Signal and Telecommunication Engineer
shall be obtained before placing the indent.
SECTION 'F'
Stationery and Forms
6.12.
Indents
of
Annual
requirements:
6.12.1. The Inspectors shall submit the indents of their annual requirements of stationery
to the Divisional Signal and Telecommunication Engineer in accordance with the scale for
the
supply
of
stationery.
6.12.2. The Divisional Signal and Telecommunication Engineer 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.
6.12.3. Accountal.A numerical accountal of receipt and issue of all items shall be kept.
The Divisional Signal and Telecommunication Engineer's Office shall make checks
periodically to see that there is no accumulation of items of stationery and forms in the
subordinate offices.
SECTION ' G'
Stores obtained for works including Special Revenue Works
6.13.
Requisitioning
:
6.13.1. 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.
6.13.2. Requisitions for materials shall show the name and particulars of the estimate and
sanctioning
authority
for
the
work.
6.13.3. Advance procurement of stores may be authorised by the Chief Signal and

21

Telecommunication Engineer or Deputy Chief Signal and Telecommunication Engineer in

charge of Works for long lead vital materials such as relays, cables, signal machines, 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 Chief Signal and Telecommunication Engineer or the Deputy Chief Signal and
Telecommunication Engineer in charge 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
schedules.
6.13.4. The materials on receipt shall be either utilised on the work or if this is not
immediately
possible
stored
carefully.
6.14. Materials-at-Site account.The material received for Works detailed in Para 6.13.1
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 ' 29 ').
SECTION ' H '
The Daily Transactions
6.15.
The
Daily
Transactions
Register
:
6.15.1. A Daily Transaction Register shall be maintained by each Inspector, similar to Form
No.
No.
S
&
T/DT.
(Annexure
'
30
')
6.15.2. All receipts and issue of Stores pending their transfer to their appropriate Ledgers,
shall
be
entered
in
this
Register.
6.15.3. 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.
6.15.4. There shall be no direct posting of materials in Ledgers from Challan. All
transactions
shall
first
be
shown
in
the
Daily
Transaction
Register.
6.15.5.

The

dates

shall

be

the

same

in

both

Ledger

and

the

Register.

6.15.6. Issues of materials from outside stocks will be recorded by the Inspectors in their
line note books first. These entries will then be transferred to the Daily Transaction
Register. The date of entry, in the Daily Transaction Register shall be recorded on the note
book.
6.15.7. The Inspectors are personally responsible for all the Stores in their custody and
shall satisfy themselves that the Daily Transaction Register and the Ledgers are being
correctly posted. They shall initial the Daily Transaction Register at least once a week in
token of having verified the entries thereof.
SECTION 'J'
Returned Stores
6.16. Instructions .Instructions regarding returned stores are contained in Chapter XVI of
the Indian Railway code for the Stores Department (relevant extracts at Annexure '31 ').
6.

17.

Despatch

of

Spare,

second

band

and

scrap

materials

6.17.1. Spare and second hand materials sent to Stores Depot shall be carefully loaded to
avoid
loss
or
breakage.

22

6.17.2. Material complete but having pins badly worn 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.
6. 17. 3. In the case of Signals, height, type and condition of post and fittings shall be
stated.
6.17.4. 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.
6.17.5. 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.
6.18.

Credit

for

"

Returned

Stores

".

6.18.1. 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.
6. 18.2. 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 is as
follows
:
(i)

Signalling

(ii)
(iii)
(iv)

apparatusboth

Underground
Block
Electrical

token
power

Mechanical

and

power

25

Cables

30

instruments
plantOil

Years

25
Engine

driven

Years

15

Years
Years

(v) Motor VehiclesRoad and Rail Motor Trolley

10 Years
SECTION ' K '
Requisitions
6.19. Preparation of Requisitions.The following instructions shall be observed in the
preparation
of
requisitions
:
6.19. 1. 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
(samples
of
Forms
at
Annexure
'
32
'.)
6.19.2. 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.
6.19.3.

Blank

space,

if

any,

below

the

last

item

shall

be

crossed.

6.19.4. The designation of the consignee shall be written in full. No code abbreviations shall
be
given.
6.19.

5.

The

head

chargeable

shall

be

entered

on

all

the

requisitions.

6.19.6. 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.

23

6.19.7. In the case of sanctioned works, the number of estimate and the reference of the
sanctioning
authority
shall
be
given
clearly.
6.19. 8. The quantity of each material shall be given in correct units in words and figures.
6.19.9.
Corrections,
if
any,
shall
be
initialled.
6.19. 10. Availability of funds shall be certified by the Divisional Signal and Telecommunication-Engineer.
6.20.

Requisitioning

of

Materials.

6.20.1. 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.
6.20.2. No alteration or modification to or divergence from I. R. S. drawings shall be
permitted without the specific sanctions in writing, of the Chief Signal and
Telecommunication Engineer. In the case of deviations having been decided upon before
the placing of an order, whether direct or through the Director-General, Supplies and
Disposals, the indenting authority concerned shall quote such sanction in the order. When
deviations are decided upon or desired after the placing of an order, the necessary sanction
shall be obtained, in writing, by the Inspectorate concerned in consultation with the
indenting authority.
SANCTION 'L'
General Instructions
6.21. Stores supplied by firms.Receipt of Stores received direct from firms shall be
promptly acknowledged. Discrepancy or defect, if any, shall be brought to the notice of the
Divisional
Signal
and
Telecommunication
Engineer
immediately.
6.22. Custody and Maintenance.The Inspectors shall be responsible for the maintenance
of all Stores and Tools and Plant in their charge in proper condition. Where Watchmen are
necessary, the Inspector shall approach the Divisional Signal and Telecommunication
Engineer giving full justification. The guidelines laid down in Annexure ' 33 ' shall be
followed as far as practicable.
CHAPTER VII
REQUIREMENTS
OF
SIGNALLING
SECTION

'

Signals, Generally
7.1.
7.1.1.

Signals

Location
shall

be

'

of
so

located

Signals.
and

aligned

as

to

(a) display the best possible view of their aspects to Drivers o f approaching trains.
(b) to avoid, as far as possible the possibility of the aspect of one signal being mistaken for
the
aspect
of
another,
and
(c) avoid confusion between the lights of running signals and the lights of subsidiary signals
or
and
the
lights.
7.1.2. Signals shall nominally be on the left of, or above the line to which they apply, unless
authorised
by
special
instructions
to
the
contrary.

24

7.2. Size of Lenses. -The lenses of subsidiary signals shall be of smaller diameter than
those of running signals. Subsidiary signals shall not be brighter than running signals.
7.3. Number of Signals and height.The number of signals and their height shall be limited
to
what
is
necessary
for
Safety
and
operational
requirements.
7.4. Outside interference.All apparatus shall be so designed, located and secured as to
obviate,
as
far
as
possible,
outside
interference.
7.5. Signals controlled through slots or disengages.Where a signal is controlled through
slots or disengages, it shall not be possible to take ' off' a signal unless all the controls have
been exercised by the controlling agencies. It shall be possible for any one of the controlling
agencies to replace the signal to ' ON ' position by withdrawal of the control.
7.6. Standard and type of Signalling on a section.It is desirable that the signalling at all
block station and interlocked level crossings in the same section conform to the same
standard
and
type.

7.7. Visibility.The minimum visibility distance of various signals shall be as under

Two
Aspect
Signals

7.7.1. Outer Signal.1200 metres in sections where sectional speed is 100 Kilometres per
hour and above. 800 metres where sectional speed is less than 100 Kilometres per hour.
Where minimum visibility as above cannot be achieved, warner may be separated. With the
Warner separated, minimum visibility of" outer shall not be less than 400 metres.
7.7.2.
7.7.3.

Warner

Signal

Home

7.7.4.

Main

7.7.5.

All

on

post

Signal
Starter
other

by

itself
...

Signals
Signals

...

400
400

...
...

Metres
Metres

400

Metres

200

Metres

Note. Where adequate visibility of Stop Signals cannot be provided, repeater or co-acting
signals shall be provided to ensure the combined visibility or speed restrictors imposed.
Multiple

Aspect

Signals.

7.7.6. Distant Signal.400 Metres. An inner Distant Signal where provided, shall be visible
from
a
minimum
distance
of
200
metres.
7.7.7. All Stop Signals.200 metres. If it is not possible to ensure 200 metres continuous
visibility of any stop Signal while approaching it, a suitable speed restriction shall be
imposed.
SECTION ' B '
Semaphore Signals
7.8. Visibility of a Signal from the place of operation.Where a Signal, due to its position is
not visible to the Railway Servant operating the signals, the aspect of the Signal and the

25

condition of its light shall be repeated at the place of operation. Repeaters for Home Signal
and Last Stop Signal shall be provided in the Station Master's office also if all the following
conditions
are
fulfilled:
(a) The signals are not vissible from the platform outside his office ;
and
(b) The Station Master operates the Block Instruments ;
and
(c)
Stations
Master's
Control
is
not
provided
on
the

relevant

signals.

7.9. Visibility of front light.Where the front light of a signal is not visible from the place of
operation a back light or a repeater shall be provided. The back light shall show a white
light
in
the
'ON
position,
and
no
light
in
any
other
position.
7.10. Fixed Green Light of Warner Signal.The fixed green light above a Warner Signal on
a post by itself shall be provided with a back light or it shall be repeated.
7.11. Unworked Warner Signal.The position of the arm of an unworked Warner Signal
which is not visible, need not be repeated. The condition of the light shall, however, be
repeated.
7.12. Back lights for the ' Attention' aspectThe arrangement of back lights for a Signal
capable of displaying the ' attention ' aspect shall be such that two lights are visible in the '
ON ' position and no light in any other position. However, only one back light of the Main
Yellow aspect may be provided for electrically lit Distant Signals, if the arrangement is such
that the bottom light is lit only when the arm is displaying the attention aspect.
7.13. Fixing Signal arms.All signal arms shall be fixed on the left hand side of the post.
Two

Aspect

7.14.

Lower
Warner

Quardrant

Signalling.

Signals

7.14. 1. Semaphore Arm.The semaphore arm of a Warner Signal shall be fish-tailed. The
front of the arm shall be red with a fish-tailed white bar. The back of the arm shall be white
with
a
fish-tailed
black
bar.
7. 14.2. Day and night indications.By day, the arm of a Warner Signal 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 red light in the ' ON ' position and a green light in the ' OFF '
position. When the Warner Signal is placed on a post by itself, a fixed green light shall be
displayed
1.5
metres
to
2
metres
above
it
by
night.
7.14.3. Conditions for taking ' OFF '.A Warner Signal shall not be capable of being taken '
OFF ' for any line other than that over which the highest speed is permitted and not untill
the levers of all relevant signals have been pulled and the relevant signals have assumed
the
'
OFF
'
aspect.
7.14.4. Electric lighting.On trunk routes and other main lines nominated by the Railway
Board,
warner
signals
shall
be
electrically
lit.
7.14.

5.

Placing

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

26

(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.
7.14.6. 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 the arrangements shall be such that the Warner Signal cannot
be
taken,
'
OFF'
while
the
Stop
signal
above
it
is
'
ON
'.
7.14.7. Warner Signal in rear of Gate Stop Signal.When the Warner Signal applies to a
Gate Stop Signal only, it shall not display the 'OFF' aspect unless there is a distance of at
least 1200 metres between the Gate Stop Signal and the First Stop Signal of the Station
ahead.
7.14.8. Where the distance between the Last Stop Signal of one station and the First Stop
Signal of the Station ahead is less than 1200 metres the Warner Signal of the previous
station shall be taken ' OFF ' only when the First Stop Signal of the Station ahead is in the'
OFF
'
position.
7.15.

Stop

Signals.

7.15.1. 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.
7.15.2. 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.
7.15.3. On trunk routes and other main lilies nominated by the Railway Board, outer signals
shall
be
electrically
lit.
7.16.

Stop

Signals

Location

of

7.16.1. 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
upto which the line may be obstructed after Line Clear has been given to the Station in
rear.
7.16.2. Home Signals..The Home Signal shall be placed in rear of all connections, if any,
on
the
line
to
which
it
refers.
7.16.3. Routing Signal.A Routing Signal shall be placed in the rear of the Points, which it
protects.
7.16.4.

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.

27

7.16.5. Intermediate Starter.An Intermediate Starter Signal shall be placed clear of

fouling
marks
in
rear
of
the
points,
if
any,
which
it
protects.
7.16.6. 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 outermost point in the case of Single Line
section. This distance shall be reckoned from the Starter in the case of Double Line Section.
If the Advanced Starter is placed at a distance more than 180 metres, the portion of track
between
the
Starter
and
Advanced
starter
shall
be
track-circuited.
7.16. 7. Reduction of distance between Signals.The distances laid down in paras 7.16.1,7.
]6.4 and 7.16. 6 may be reduced
under approved
special instructions.
7.16.8. Combined Signals.When, owing to their location, it is necessary to combine two
Signals, e. g., an Advanced Starter, with an Outer Signal, one Stop Signal only suitably
controlled from the points of operation of the two Signals may be provided, under approved
special
instructions.
7.

17.

Distinction

between

Signals:For

Diverging

lines.

7.17.1. Unless otherwise permitted by approved special instructions, where two or more
lines diverge, the signals shall be fixed on a bracket post or any route indicator of approved
design shall be provided. In special circumstances or where the number of signals is
considerable, they may be fixed on separate posts or dolls carried on a signal bridge or
gantry.
7.17.2. If permitted by approved special instructions, two or more signals may be placed on
the same post. In such cases, the top arm shall apply to the extreme left hand diverging
line and the second arm shall apply to the next line in order from the left, and so on.
7.17.3. Where Signals are carried on bracket posts or 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 shill be placed at a higher level than
the
signal
or
signals
referring
to
the
other
running
line
or
lines.
7.18. Distinction between Signals.For converging lines.When two or more lines
converge, the signal shall be fixed on separate posts. Where signals are carried on brackets
or bridges under approved special instructions, instructions given in Para 7. 17. 3 will apply.
Subsidiary

Signals:

7.19.

Calling-on

Signals.

7.19.1. Type and Function.A Calling-on signal has no independent aspect in the ' ON '
position and shall be a Semaphore arm. A Calling-on signal when taken' OFF ' calls on the
Driver 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 ". It indicates to the Driver that he should be
prepared
to
Stop
short
of
any
obstruction.
7.19.2. 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.
7.19.3.
(a)

Day
Horizontal

indicationBy
in

the

day,
'

the
ON

arm
'

shall
position

be
;

28

(b)

45

7.19.4.

60

Night

(a)
(b)

to

no
A

below

the

indicationBy
light

miniature

7.19.5.

horizontal
night,

in

the

yellow

light

in

the

the
'
in

Placing

'

OFF

signal
ON

the

shall
'

'

'

position.
display

position
OFF

'

and

position.
working.

(a) '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.
(b) The Calling-on Signal shall not be capable of being worked at the same time as the Stop
Signal
hove
or
shunt
Signal
below
it,
if
any.
(c) It is desirable to provide track circuits at a suitable distance and a time delay circuit to
ensure 'vat the Calling-on Signal is taken ' OFF ' only after the train has been brought to a
stop.
(d) A Calling-on Signal shall detect all the Points in the route, which the main signal above
it detects excluding overlap in double line section. On Single line section under approved
special instructions, a Calling-on signal placed below the first Stop Signal may not detect
points
in
the
overlap.
(e) At stations where Station Master controls the reception and despatch of trains, such
control
shall
be
extended
to
Calling-on
Signals
also.
7.20.
7.20.1.

Shunt
TypeA

(a)

(b)

shunt

Signals:

signal
Disc

shall

be

either

Signal

Position

or

Light

Signal.

Under special instructions, a shunt Signal may be a miniature Semaphore arm.

7.20.2. Disc Signals.'The front of the disc shall be white with red bar. The back of the disc
shall be white with a black bar. By day, the bar of a disc signal shall be horizontal in the '
ON ' position and 45 to 60 below the horizontal in the ' OFF ' position in the anti-clockwise
position . By night, the signal shall display a red light in the 'ON' position and a green light
in
the
'OFF'
position.
7.20.3.

Position

Light

Signal.Para

7.42.2

may

be

referred

to.

7.20.4. Miniature Semaphore Signal.(a) 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.
(b) The day and night indications of a miniature semaphore shunt signal shall be as in Para
7.15.2.
7.20.5. Location.(a) 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.

29

(b) 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.
(c) 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 relative Stop Signal or Calling-on signal.
(d) Where a Shunt Signal is fixed below a Stop Signal it shall show no light in the ' ON '
position.
7.20.6. 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.
7.21.

Repeating

Signal

7.21.1. 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.
7.21.2. A repeating signal shall be of
(a)

banner

(b)
(c)

a
a

colour

square
tight

signal.

type,
ended
(Para

or

Semaphore
7.42.

may

arm,
be

referred

or
to).

The 'ON ' position of the repenting signal indicates that the signal which it repeats is at ON '
while the OFF ' position indicates that the signal which it repeats is ' OFF'.
7.21.3. The front of the banner shall be white with two black bars and a yellow bar in
between. The banner shall be horizontal in the ' ON ' position and 45 to 60' above the
horizontal
in
the
'
OFF
'
position
in
the
anti-clockwise
direction.
7.21.4. (a) 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.
(b) 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.
7.22. 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.
Co-acting signals shall be fitted at such a height that either the main arm or light or the coacting arm or light, is always visible.
Modified Lower Quadrant Signalling

30

7.23. Provision.Modified Lower Quadrant Signalling shall be provided only under special
instructions issued by the Railway Board. Where the provision of such signalling is
permitted,
the
requirements
laid
down
in
this
section
shall
apply.
7.24.

Distant

Signals

7.24.1. 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.
7.24.2. 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 45' to 60 below
the horizontal in the '
OFF
'
position
displaying '
Proceed
'
aspect.
(ii) By night, the signal shall display a yellow light in the ' ON ' position and a green light in
the
'
OFF
'
position.
7.24.3. Electric lighting of Distant Signal.On trunk routes and important main lines
nominated by the Railway Board, Distant Signals shall be electrically lit.
7.24.4. Location.On both double and single lines, 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
kilometer7.25.

Warner

Signals

7.25.1. Semaphore arm.The Semaphore arm of a Warner Signal shall be as in Para 7.14.
1.
7.25.2. Day and night indications.The day and night indication of a Warner Signal shall be
as
in
Para
7.14.2.
7.25.3. Conditions for taking ' OFF ' A Warner Signal shall not be capable of being taken
'OFF' for any line other than that over which the highest speed is permitted and not until
the levers of all relevant signals have been pulled and the relevant signals have assumed
the
'
OFF
'
aspect.
7.25.4. Placing.Warner Signal shall be placed on the same post as but 1.5 meteres to 2
metres below the Main Home Signal. The arrangement shall be such that the Warner Signal
cannot be taken ' OFF ' while the stop Signal above it is
'ON '.
7.26. Stop Signals.The Semaphore arm of a Stop Signal and day and night indications
shall
be
as
indicated
in
paragraphs
7.15.1
and
7.15.2.
7.27.

Stop

SignalsLocation

of

7.27.1. Home Signals.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.
7.27.2.

Routing

Signal.A

Routing

Signal

shall

be

placed

as

in

Para

7.16.3.

7.27.3. 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.
1.27. A. Intermediate Starter Signal.An Intermediate Starter Signal shall be placed as in
Para
7.16.5.

31

7.27.5. 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 thanl20 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.
If the Advanced Starter is placed at a distance of more than 120 metres, the entire portion
between
the
Starter
and
the
Advanced
Starter
shall
be
track-circuited.
7.28. Distinction between Signals.Requirements shall be the same as indicated in
Paragraphs
7.17
and
7.18.
7.29. Subsidiary Signals.Requirements shall be as in Paragraphs 7.19 to 7.22.
Multiple Aspect Semaphore Signalling
7.30.1. Semaphore arm.The semaphore arm of a Distant Signal shall be as in Para
7.24.1.
7.30 2. Day and night indications. (a) 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 850 to 90
above the horizontal in the 'OFF ' position displaying the ' Proceed ' aspect.
(b) 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.
7.30.3. Electric Lighting of Distant Signal.Distant Signals shall be electrically lit on the
trunk routes and important main lines nominated by the Railway Board.
7.30.4. 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.
7.31.

Stop

Signals

7.31.1. Semaphore arm.The semaphore arm of a Stop Signal shall be as in Para 7.15.1.
7.31.2. Day and night indications.(a) 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 909
above the horizontal in the ' OFF ' position displaying the ' Proceed ' aspect.
7.32.

Stop

SignalsLocation

of

7.32.1. 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.
7.32

2.

7.32.3.

Routing
Starter

Signal.
Signal.A

-A

Routing

Starter

Signal

Signal

shall

shall

be

be

placed

placed

as

as
in

in

Para

Para

7.16.3.

7.27.

3.

32

7.32.4. intermediate Starter Signal.An Intermediate Starter Signal shall be placed as in

Para
7.16.5.
7.32. 5. Advanced Starter Signal.An Advanced Starter Signal shall be placed as in Para
7.27.5.
7.33.

AspectsSequence

7.33.1. When a Signal is displaying the ' Stop ' aspect, the signal next in rear shall not
display
a
less
restrictive
aspect
than
'
Caution
'.
7.33.2. 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.
7.33.3. If necessary, the ' Attention ' / ' Caution ' aspect shall be repeated back on
successive
signals.
in
rear
until
the
adequate
distance
is
obtained.
7.33.4. 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 Driver of
an approaching train to reduce to the sanctioned speed, the ' Attention '/ ' Caution ' aspect
shall be repeated back on successive signals in rear until the required distance is obtained.
7.34. Combined SignalsWhen owing to their location, it is necessary to combine two
signals, one Stop Signal only may be provided under approved special instructions, capable
of
displaying
any
or
all
the
following
aspects
:
(a)

Danger.

(b)

Caution.

(c)

Attention.

(d)

Clear.

7.35. Distinction between Signal.For Diverging Lines.Requirements shall be as in Para

7.17.1,
to.
7.17.3.
7.36. Distinction between SignalsFor Converging Lines.Requirements shall be as in Para
7.18.
Subsidiary Signals
7.37.

Calling

on

Signals

7.37.1. The type and function of ' Calling on Signals ' shall be as in Para 7.19.1.
7.37- 2. The Semaphore arm of a Calling-on Signal shall be as in Para 7.19.2. By day, the
Semaphore
arm
of
a
Calling-on
Signal
shall
be
(a)

Horizontal

in

the

'

ON

'

position,

and

33

(b)

40

to

By

45

above

night,

the

horizontal

the

in

the

'

signal

OFF

'

position.

shall

display

(i) No light in the ' ON ' position ; and

(ii)

miniature

yellow

light

in

the

'

OFF

'

position.

7.37.3. The placing and working of the Calling-on Signal shall be as in Para 7.19. 5.
7.38.
7.38.1.

Shunt
Type

of

Shunt

Signals

Signals

shall

be

as

in

Para

7.

20.1.

7.38.2. Disc Signal.The front of the Disc Signal shall be white with a red bar and the back
of the Disc Signal shall be white with a black bar. By day the bar of a Disc signal shall be
(a)

horizontal

in

the

'

ON

'

position,

and

(b) 40 to 45 above the horizontal in the ' OFF ' position in the clock-wise direction.
By night, the signal shall exhibit a red light in the ' ON ' position and a yellow light in the '
OFF ' position. 7. 38.3. Position Light Shunt Signals.Para 7.42.2 may be referred to.
7.38.4. Miniature Semaphore Shunt Signal.(a) The arm of a miniature Semaphore shunt
signal
shall
be
as
in
Para
7.20.4
(a).
(b) By day the arm shall be horizontal in the ' ON ' position and 40 to 45 above the
horizontal in the ' OFF ' position. By night, the signal shall exhibit a red light in the ' ON '
position
and
a
yellow
light
in
the
'
OFF
'
position.
7.38.5. Location The location of the Shunt Signals shall be as in Para 7.20.5.
7. 38.6. Fixing of Shunt Signal below a Stop Signal. Where a Shunt Signal is fixed below a
Stop Signal, it shall show no light in the ' ON ' position.
SECTION ' C '
Colour Light Signals
7.39.
7.39.1.
7.39.2.
7.40.

General
The

signals

Colour

shall

Light

be

signals
Aspects

free
shall

from

the

normally

possibility
be
of

of

of

phantom

multiple

indication.

aspect

type.

Signals

7.40.1. Warner Signal..The day and night aspects of a colour light Warner Signal shall
conform to the night aspects of a semaphore Warner signal. The colour light Warner signal
shall be provided with a marker consisting of a white-enameled disc with letter ' P' in black
when
the
Warner
is
provided
on
a
post
by
itself.
7.40.2. Distant Signal.The day and night aspects of a colour light Distant Signal in
modified lower quadrat/multiple aspect territories shall conform to the night aspects of a

34

semaphore Distant Signal. The Colour Light Distant Signal shall be provided with a marker
consisting
of
a
white-enameled
disc
with
letter
'
P
'
in
black.
7.40.3. Stop Signal.The day and night aspects of a Colour Light Stop Signal in two aspect/
modified lower quadrant/multiple aspect territory shall conform to the night aspects of a
semaphore
Stop-Signal
in
the
same
territory.
7.41.

Route

Indicator

The type of Route Indicator to be provided instead of separate signals shall be as under
(a) Two Aspect Colour Light Signalling Section : Any route indicator of approved design.
(b)
For

Multiple
speeds

in

Aspect
excess

of

Colour
15

km.

Light
p.

Signalling

h.'Direction

type

Section
Route

Indicator.

For speeds not exceeding 15 km. p. h.Any Route Indicator of approved design.
7.42.

Subsidiary

Signals

7.42.1. Calling-on Signal.A Colour Light Calling-on Signal shall display no light in the ' ON
position and a miniature yellow light in the ' OFF ' position. The colour light Calling-on
Signal shall be provided with a marker consisting of a white enameled disc with letter ' C '
in
black.
7.42 2. Shunt Signal.Shunt Signals shall be of the Position Light type. The lights of a
Position Light Signal shall be white. By day and by night, the two lights of a Position Light
signal shall be horizontal in the ' ON " position and 45 above the horizontal in the ' OFF '
position.
7.42.3. Repeating Signal :A colour light type repeating signal shall exhibit a yellow light in
the ' ON ' position and a green light in the OFF ' position. It shall be provided with a market
which shall show a white illuminated letter' R ' against a black background.
7.42.4. Starter Indicator :Starter Indicators 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. This
repeater may be provided at a convenient place. The Starter Indicator shall exhibit no light
when Starter is at ' ON ' and yellow light when it is ' OFF '.
SECTION 'D'
Gate Signals
7.43. A Gate Stop Signal shall be fixed at an adequate distance from the gate, this
adequate distance not being less than the value stipulated in Para 7.45.1 and 7.45.2.
7.44. 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 Para 7.168.2 shall apply to signals protecting level crossing gates in automatic block
territory.
Interlocked Level Crossing gates outside station limits

35

7.45.1. On sections provided with two aspect lower Quadrant Signalling, a Stop Signal at
400 metres from the gate shall be provided. Where the section is otherwise provided with
separate Warner signals, such a signal shall bf provided at a distance of not less than 1.2
km.
from
the
Gate
Stop
Signal.
7.45.2. On Sections provided with multiple aspect/modified lower quadrant signalling, a
Stop Signal ft 180 metres from the gate and a Distant signal at 1 km. in rear of the Stop
Signal
shall
be
provided.
7.46. Interlocked Level crossing Gates inside station limits or in the vicinity :
7.46.1.

On

sections

provided

with

two

aspect

Lower

Quadrant

Signalling,

(a) The Outer Signal shall be located at a minimum distance of 400 metres from the gate ;
(b) Where the Outer Signal cannot be so located and the Outer Signal falls in between
Home Signal and Gate, a separate Gate signal may be located at a distance of 400 metres
in
rear
of
the
gate
;
(c) Where there is adequate visibility of the Outer Signal as prescribed in Para 7.7.1, the
Gate
Signal
shall
work
independent
of
the
Outer
Signal
;
(d) Where the visibility of Outer Signal is not adequate, the Outer Signal shall be shifted
and combined with the Gate Signal where feasible or inter-slotting arrangement shall be
provided
between
the
Outer
Signal
and
the
Gate
Signal.
7.46.2. On sections provided with Multiple Aspect/Modified Lower Quadrant Signalling when
the interlocked gates are situated between distant arid Home Signal
(a)

The

Gate

Signal

shall

be

located

at

180

metres

in

rear

of

the

gate

(b) The Distant Signal shall be located at not less than one kilometre in rear of the Gate
Signal and will function as Gate Distant as well.
SECTION ' E'
Warning Boards
7.47. A Warning Board to warn the driver 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 and Gate Slop Signal.
This
distance
may
be
increased
suitably
to
cater
for
gradient.
7.48. On sections where emergency braking distance of more than 1.6 km. is to be catered
for, a second approach signal shall be provided failing which suitable speed restriction
imposed.
7.49. In 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 50. 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.
7.51. Self reflecting sheets of approved type or reflectors shall be provided on the warning
board
as
per
approved
drawings.

36

7.52. 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 ' F'
Indication Board
7.53. Indication Boards are provided to give warning to drivers about changes in type of
signalling
or
type
of
Block
Working.
7.54. 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".
7.55. When a station provided with single line token block is approached from a Double Line
of a Single Line section equipped with tokenless block working, an indication board with
symbol " Entering Token Territory " shall be provided at the First Stop Signal of the station.
7.56. 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.
7.57. Shunting Limit BoardA 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 not less than 400 metres in case of two
aspect lower quadrant signalling territory and 180 metres in case of multiple aspect and
modified lower quadrant signalling territory in advance of the First Stop Signal.
7.58. Block Section Limit Board :
7.58.1. At Class ' B ' stations worked on Double Line Absolute Block System with multiple
aspect or modified lower quadrant signalling a Block Section Limit Board shall be provided
where
there
are
no
points
or
the
Outermost
points
are
trailing.
7. 58.2. 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.
7.59. The Block section Limit Board or the Shunting Limit Board shall be so located that the
legend is facing towards the station. They shall befitted with lamps showing white light in
both
directions
during
night.
Note.-Chapter XII may be referred to for the painting details.
SECTION ' G'
Points
7.60. All double wire worked Point and Lock mechanisms shall be provided with broken wire
locks and electrical detection in addition to mechanical detection. In the case of Point
mechanism, the broken wire lock shall function before the opening between the tongue rail

37

and

the

stock

rail

exceeds

mm.

at

150

mm.

from

the

toe.

Note.In all new installations. Points, Locks and Bars shall not be operated by wire but by
rodding
or
by
electrical
means.
7.61. Permissible Distances.The distance at which Points may be worked by rodding must
not exceed 320 metres 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 metres. For special type of
switches, the Chief Signal and Telecommunication Engineer may stipulate the permissible
distance.
Note, No new installation shall be commissioned with Points mechanically operated and
locked
by
the
same
lever.
7.62. Obstruction test.The insertion of a 5 mm. obstruction between the switch rail and
the stock rail of a Facing Point, approximately 150 mm. from the toe of the switch shall
prevent the Point from being locked and the relative signal or signals, where provided,
being
taken
'
OFF
'
for
movements
in
the
facing
directions
7.63.

Detection

by

Shunt

Signals

7.63.1. In all new installations, Points on a running line used in the facing direction for
shunting
movement
shall
be
provided
with
a
Facing
Point
Lock.
7.63.2. The Shunt Signal shall lock and detect all Points in the route in electrically
interlocked
installation,
where
required.
7.63.3.

Single

switch

detection

is

permitted

for

shunt

signals

movement.

7.64. Operation of Facing Point lock.The operation of the facing point lock shall depend on
the correct operation of the lock bar. This lock bar shall form a part of the transmission and
be
in
series
with
it.
7.65. Length of Lock Bars.The length of lock bar shall exceed the greatest distance
between any two adjacent axles of any vehicle likely to be used on the section.
7.66.
7.

Point
66.

1.

Type.Point

Indicators

Indicators
shall

be

of

the

target

type.

7. 66.2. Provision.- (a) Point indicators shall be provided at all Points on running lines which
are not interlocked with Signals, unless the position of Points is otherwise proved.
(b) Point Indicators shall be provided on interlocked facing points which are protected by
only a single arm Home Signal instead of separate signals on a bracket post or a route
indicator.
7. 66. 3. Indications. (a) 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.
(b) 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.
At Points where a green light would give a misleading indication to a Driver, a red light may
be
permitted
under
special
instructions.
7.67.

Trap

Indicators.

38

1.61

A.

Type.Trap

indicators

shall

be

of

the

target

type.

7.62.2. Provision.Trap indicators shall be provided at all trap Points on running lines which
are hot interlocked with signals unless the position of trap points is otherwise proved.
Note.Points leading to a short dead end and used solely for the purpose of trapping the
riming
line
or
sidings
shall
be
treated
as
derailing
switch.
7.67.3. Indications. (a) When the Trap Points or derailing a witches are open, the
Indicator snail display a red target by day and a red light by night in each direction.
(b) 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 Driver, a white
light
may
be
permitted
to
indicate
trap
"
CLOSED
"
position
only.
7. 68. Size of lights and placing.Points and trap Indicators shall be provided with
miniature lights and as a rule be placed as close to the ground as circumstances permit.
7.69.

Shunting

Permitted

Indicator

7.69.1. Type. Shunting Permitted Indicator may be of the disc type or of the light type.
7.69.2. Provision. Shunting Permitted indicator may be provided to permit uninterrupted
to and fro movements towards shunting neck or other connected lines.
7.69.3. Indications.Day and night indications of the Shunting Permitted Indicator shall be
as follows :
Type

Indication
when
shunting
is Indication when shunting is not
permitted in the direction to which permitted in the direction to which it
it refers
refers
Day Indication

Night
Indication

Day Indication

Night Indication

Disc
Type

Black disc with a Yellow

yellow
cross light
painted on it.

cross Edge of disc

No light

Light
type

Yellow cross light

cross No light

No light

Yellow
light

7.69.4. Working.Shunting permitted Indicator may be operated by a ground lever 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.
7.70.

Spring

Points

7.70.1. Spring points shall be used only in exceptional cases where the same purpose
cannot
be
achieved
conveniently
by
other
means.
7.70.2. 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.

39

7.71. Movable Diamond Crossing..Movable Diamond Crossings on passenger lines shall be

provided
with
complete
facing
point
equipment
of
approved
type.
7.72.

Means

of

Isolation.

7.72.1. Sand humps, trap points, or other approved means of isolation shall be provided on
all goods lines and sidings at their junctions with passengers lines, the normal setting being
such
as
to
prevent
the
passenger
lines
from
being
fouled,
1.12.2. At interlocked layouts the means of isolation shall be interlocked with the relative
signals.
7.72.3. In order to maintain safety for through running Points for trap sidings shall not be
inserted
in
the
main
or
through
line.
An exception may, however be allowed under approved special instructions in cases where,
owing
to
grades
in
or
near
stations,
it
is
necessary
to
prevent
(a)

trains

(b)

being

brought

vehicles

to

stand

running

at

away

Stop

Signal
from

on

rising

grade,

the

or

station.

An exception may also be allowed under approved special instructions, where it is

considered necessary in the interest of working to receive trains from opposite directions at
the
same
time.
At stations where trap siding are inserted on Main lines, through running shall be permitted
only under approved special instructions.
7.73. Provision of Isolation
7.73.1 At block stations where trains are permitted to run at speed in excess of 50
kilometres an hour, the line on which that speed is permitted, shall be isolated from all
connected
lines
during
the
passage
of
the
train.
7.73.2 Such isolation need not be provided at Block stations where trains are permitted to
run at a speed of 50 km. an hour or below provided GR. 4.11(2) is complied with.
7.73.

3.

The

provisions

of

Para

7.73.1

do

not

apply

to

(a) 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, his distance not being less than the
adequate distance prescribed in GR. 8.01 in regard to the conditions for granting Line Clear.
(b) 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 Driver of a run through train, restricting the speed
to
50
kilometre
san
hour
when
a
connected
in
is
occupied.

40

(c)

Catch

and

Slip

Sidings

and

Sidings

provided

for

isolation

purposes

only.

7.74. Arrangements of Sidings.Sidings shall be so arranged that shunting operations upon

them involve the least possible use of, or obstruction, to running lines.
Siding Points on Passenger running lines outside station limits
7.75.

Facing

Points

(Single

Line).

7.75.1. Where Siding Points take off a running line in a facing direction, the following
minimum
equipment
shall
be
provided
:
(a)

gauge

tie

plate

where

steel

sleepers

are

not

provided

(b) A facing point lock, of equivalent mechanism the plunger of which shall lock each switch
independently.
7. 75.2. 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.
7.75.3. Where Siding Points are provided only with the minimum equipment specified in
Para 7. 75. 1, 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 kilometers per hour, the ' Marker ' at the points and the Indicators need not
be
provided.
7.76. Facing Points (Double Line).The minimum equipment for Points taking off a running
line in the facing direction on Double Line shall be in accordance with the provisions of Para
7.75.
7.77. 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)

gauge

tie

plate

where

steel

sleepers

are

not

provided

(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) An ' S ' Marker at the Points which need not be lighted.
SECTION 'H'
Signal Cabins and Interlocking
7.78. Location and elevation of cabins.Signal cabins shall be so located, elevated and built
as to provide the Operator with sufficient space and to enable him to have an adequate
view of signals operated from the cabin as well as of the movements taking place in the
portion of the yard controlled by him unless a substitute for direct vision is provided.

41

7.79.

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)

lever

(c)
(d)

pull

chart

suitably

Lever
A

suitable

(e)

staging

with

exhibited

collars
ladder

for

Telephones,

attending

as

to

;
interlocking

necessary

frame

;
;

(f) All equipments as required to be provided by concerned Departments including a clock,

and
(g)

name

board

of

sufficient

size.

Note.The lever pull chart, referred to in sub-Para (b) above, need not be provided in
Cabins where the number of release ever concerned are indicated on the lever name plates
to guide the Cabinman in following the correct sequence for pulling the levers.
7.80. 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.
7.81. Signal and Interlocking apparatus Installation.Signal and interlocking apparatus
shall be, as far as possible, so installed and the connections and circuits so arranged, that
the relevant fixed signal shall remain at or return to its most restrictive aspect in the event
of
failure
of
any
part
of
its
connection
and
circuits.
7.82. Essentials of Interlocking.Lever frames and other apparatus provided for the
operation and control of signals, points, etc., shall be so interlocked and arranged as to
comply
with
the
following
essentials
:
(i) It shall not be possible to take 'OFF' a running signal, unless all points including isolation
are correctly set, all facing points are locked and all interlocked level crossing are closed
and locked against public road for the line on which the train will travel including the
overlap.
(ii) After the signal has been taken ' OFF ' it shall not be possible to move any points or lock
on the route, including overlap and isolation, nor to release any interlocked gates until the
signal
is
replaced
to
the
'
ON
'
position.
(iii) It shall not be possible to take ' OFF ' at the same time, any two fixed signals which
can,
lead
to
any
conflicting
movements.
(iv) Where feasible, points shall be so interlocked as to avoid any conflicting movements
7.83.

Holding

Route

7.83.1. Signals governing movements over Points shall be placed- as close as possible to
the Points. Where a signal is more than 180 metres from the Facing points it controls,
arrangements shall to made to keep the Points locked until the train has passed them.
Similar arrangements shall also be made to hold consecutive Points should the distance
between
them
be
more
han
180
metres.

42

7.83.2. At a station where trains run through at speeds more than 50kilometres 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 as stipulated
in
paragraph
7.84.
7.83.3. 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.
7.83.4. It is desirable to provide continuous track circuit for holding the route.
7.84. Locking trailing points by Signals in advance :Levers operating Stop Signals which
are next in advance of trailing points operated from the same cabin, shall when reversed,
lock such point levers 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.
7.85.

Clearance

at

Junction

Point

7.85. I. Where it is difficult under normal conditions of visbility for a Cabinman to estimate
clearance, bars or other approved devices shall be provided in order to define the fouling
points
of
junctions,
loops,
siding
connections,
crossings
etc.
Note.It is desirable to provide such protection by track circuiting the Point Zone.
7.85.2. Where the movement of trains over the Points is not visible to the Cabinman
operating
the
Points
(a) Occupation of the track between Stop Signal reading over the Points upto the fouling
mark ahead of such Points shall be electrically indicated at the place of operation ;
(b) In order to prevent the movement of Points while a train is passing over them, facing
Points may be provided with track circuit locking of the Point lock lever or ground track
lock.
7.86. Track Circuit Control of Signals.Where continuous track circuiting is provided, the
occupation by a vehicle of any track circuited section shall control the running signal or
signals leading to the same line and shall also lock in either position, the Points on the
section.
7.87. Slot Circuits.Slot circuits for Home Signals leading to non-track: circuited reception
lines shall be so arranged that a slot once given is effective for the reception of only one
train
and
a
fresh
slot
has
to
be
given
for
a
subsequent
train.
7.88.

Station

Master's

Control

7.88.1. The Station Master shall be provided with interlocked mechanical or electrical
control over the Home and Last Stop Signals. Separate control on Warner and Calling-on
Signal
may
be
provided
where
required.
7.88.2. The Station Master's control over Home Signals can be dispensed with only if all
the-following
conditions
are
satisfied
:
(a) 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 ;

43

All reception lines are track-circuited from the fouling mark to fouling mark and the nontrack circuited portion of the line from the fouling mark to the Home Signal is within the
range of visibility of the Cabin Assistant Station Master/Leverman/Switchman.
(b)

Station

Master

does

not

allot

the

line

and

(c) Cabin Assistant Station Master/Switchman posted in the Cabins operates the block
instruments
and
controls
receptions/despatch
signals.
7.89. Interlocking of Last Stop Signal and First Stop Signal with Block Instrument.Where
block
instruments
are
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
approach
signals
are
proved.
7.90.

Automatic

replacement

of

Signals

7.90. 1. On Double Line Sections where Double Line Block Instruments have been provided
and on Single Line sections where tokenless block instruments have been provided, the
Advanced Starter Signal as well as the Starter Signal shall be automatically replaced to ' ON
'
position
by
the
entry
of
a
train
into
the
block
section.
7.90.2. On Single Line Sections where Token instruments are in use, it undesirable to
provide such automatic replacement arrangement for the Last Stop Signal.
7.90.3. On Double Line Sections where Double Line Block Instruments have been provided
and on Single Line sections where tokenless Block Instruments have been provided, the
Home Signal shall be automatically replaced to ' ON ' position by the passage of a train in
advance of the Home Signal.
SECTION ' I'
Interlocking of Catch Sidings and Slip Sidings
7.91. At stations where Catch and Slip Sidings are provided in accordance with the Rules for
opening of-a Railway, interlocking arrangements and other safeguards in accordance with
Paragraphs
7.92
to
7.97
shall
be
provided.
7.92.

Reception

of

trains

7.92.1. 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.
7.92.2. 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 taken ' OFF ' unless the
following
conditions
are
satisfied
:
(ii) 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

44

station
(iii)

in

Line

clear

has

been

obtained

rear.

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.
7.93. 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; 94 and other safeguards as in paragraph 7.95 to
7.97.
7.94. 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 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
",
7.95. 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 reset for the Catch Siding/Slip Siding. This
indication would continue till the points are reset for the Catch Siding/Slip Siding.
7.96. Safeguards in working.In all cases where interlocking arrangements stipulated in
Para 7.94 are provided between the Slip/Catch Siding and the block instrument, the
following safeguards shall also, inter allia be provided in the Station working Rules :
(i) Shunting on non-isolated lines shall cease once Line Clear has been granted ;
(ii) Points shall remain set and locked for the Catch Siding until Home Signal has to be
taken
'OFF'.
(iii) Before normalising the block instrument the Asistant Station Master/Cabinman shall
verify the Complete arrival or despatch of the train, even if he is getting an audible
warning, which can arise due to reception or despatch of a. complete train or part thereof.
7.97. Emergency Key.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 a train is required to be despatched into the Block section.
SECTION ' J ' .
Operation of Points and Signals by Electrical Means
7.98. The points and Signals may be operated individually from a
(i)
(ii)
(iii)

Lever

frame
Control
Station

or

mi

nature

power

panel
Master's

frame
;

Slide

or
or

Control.

45

7.99. Locking and sealing arrangements.Locking and sealing arrangements shall be

provided for the covers of locking tray of lever frame/power frame, etc., to secure against
unauthorized
opening.
7.100.

Lever

frame/Power

frames.

7.100.1. Lever Frame locking tray and power frame mechanism shall be completely
enclosed
with
removable
covers
giving
free
access
to
all
parts.
7.100.2. All

electric locks shall

be be forcibly replaced

to the locking

position.

7.100.3. The interlocking frame shall be properly earthed and earth resistance shall not be
more than 10 ohms. Safeguards shall be provided to prevent injury to the operator in the
event of a short circuit or other similar circumstances.
7.101. Operation of Signals by Electrical means - Where levers are used to operate signal
by electrical means they shall be provided with " Normal" indication locks adapted directly
to prevent the full return movement of they lever or the normal position unless the signal
has returned to the ON position This rule does not apply to a mechanical interlocking frame
if
(i)
(b)

the
the

signal
position

is
of

easily
the

signal

visible,
is

or
repeated.

7.102. Operation of points by Electrical means.-Except where alternative electric locking is

provided, the lever operating electrically worked points shall be provided with. " normal "
and " reverse " indication lock adapted directly to prevent the full movement of the lever,
unless the point mechanism has made the required movement and the points are set and
locked in a position corresponding to that of the lever and in the case of facing points, they
are securely locked
7.103 Visual indicators shall be provided to show the " normal " and "reverse" positions of
all points the condition, of all track circuited sections, route setting and to repeat the
indications
of
Colour
Light
Signals.
7.104 Track circuits as a means for detecting obstructed lines.Adequate arrangements
shall he made where necessary for reminding the Operator of vehicle., which are standing
within his control. In case of 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
other
automatic
device
is
desirable.
Note Whenever the use of normally closed type of track circuit is specified in this Chapter,
it shall automatically cover the use of axle counter in lieu of truck circuit.
7.105. Track Circuiting.At Stations where points and signals are operated from an
Assistant Station Master's Office at a central place, track circuiting of the entire station
section including all lines where direct reception is provided shall be done.
7.106.

Circuits.

7.106 1 The circuits controlling the operation and indication of Points shall be so arranged
that, as far as practice. be cross connection or a short circuit cannot operate the switch or
give
a
false
indication
of
the
position
of
the
points.

46

7.106 2 Circuits controlling the operation and indication of Signals shall be so arranged
that, as far as practicable, a cross connection or a short circuit on any of the wires cannot
give
a
false
indication.
7.106 3 The battery or power supply for line circuits, as far as practicable, shall be arranged
at
the
end
of
the
circuit
farthest
from
the
operated
unit.
7.106 4 Where the line supply volume normally exceeds 125 volts protection arrangements
as laid down in the Indian Electricity Rules, 1956. shall be provided.
7.107.

Crank

Handle

interlocking.

7.107 1 At instillations with motor operated paints, crank handles shall be kept electrically
locked and released for every operation requiring a crank handle. The interlocking systems
shall be such that the when relevant signals are taken 'OFF' and once the crank 'Handles is
released the relevant signals cannot be taken ' OFF ' until the crank handle in restored to its
electric
lock
and
gets
locked
therein.
7 107 2. In case of major stations, grouping of Points shall be resorted to and noninterchange-able crank handles provided for each group.
SECTION ' K '
Relay Interlocking InstallationsRoute Setting Type
7.108. Route setting shall be on the basis of " Entrance-Exit" principle. Facility for individual
operation
of
points
shall
also
be
provided.
7. 109. Route setting, i. e., setting and locking of the route fend clearing of main signals
include
the
following
processes
:
(i) Prove that the route selected does not conflict with any other route which has already
been
set
and
locked;
(ii) Operate die pointsin the route, overlap and those required fore isolationto the
required
position,
lock
and
detect
them
;
(iii)
(iv)

lock
Prove

the
that

the

route
tracks

including
in

the

overlap

route

and

and
the

overlap

isolation
are

dear

(v) Prove that all interlocked level crossing gates in the route including overlap are closed
and
locked
against
road
traffic
;
(vi) prove the t the signals are controlled by the Block System in force as necessary ;
(vii) Prove that the relevant crank handles are electrically locked in ;
(viii)

Clear

the

signals

after

the

above

conditions

are

satisfied.

7.110. The system shall be so designed that the points in a route once set shall remain in
the last operated position until they are required to be operated for the setting up of
another route or for individual operation except when stipulated otherwise.
7.111. The route shall ordinarily be released by the passage of the train over the route.
Sectional Route Release may be provided where necessary. Emergency route release shall

47

also

be

provided

with

appropriate

time

delay.

7.112. Approach locking and back locking shall be provided for all routes governed by main
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.
7.113.

Point

Operation

7.113.1. Tire points shall be operated by electric or electro-pneumatic or electro-hydraulic

point machines. Points leading to unsignalled lines or sidings may be manually operated
with
suitable
electrical
control
7.113.2. Where required, provision maybe made for emergency operation of points during
track circuit failures. Each such individual operation shall be recorded on a suitable Electric
Counter.
7.114. When, required, provision may be made for emergency sub-section route release.
Where such release is provided, it shall be possible to release the sub-section only with the
co-operation
of
both
the
Station
Master
and
the
Maintainer.
7.115. All running signals shall be colour light multi-unit type and shunt signals shall be of
the Position Light type. Calling on signals may be provided in accordance with Para 7.19.
7.116. A signal in the 'OFF' position shall be replaced to 'ON' position automatically by the
passage of a train It shall also be possible to replace a manually controlled signal in the '
OFF
'
position
to
the
'
ON
'
position
manually.
7.117. The Calling-on Signals shall lock and detect points in the Route and prove that the
level crossing gates in the Route are closed and locked against road traffic.
7.118. Shunt movements shall, as far as possible, be controlled by Shunt Signals. The
Shunt Signals shall lock and detect 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.
7.119. Where local control panels are provided over a portion of the yard, the points and
signals of that portion of the yard
shall
be operated as follows :
(a)

directly

from

the

main

control

panel

or

(b) from the local control panel after obtaining release from the main control panel ; or
(c) from the local control panel after operation of an emergency switch. This emergency
operation
shall
be
suitably
counted
in
a
Counter.
7.120. Suitable indications shall be provided on the control panel for points, track sections,
routes signals including Calling-on Signals, ' A' Markers, level crossings, train approach,
power supply cancellation, slot and crank handle interlocking, etc., as required.
SECTION ' L'
Requirements of Signalling Circuits using Electronic Equipment
The following fail-safe principles shall be incorporated in the design of the equipment :
7.121. Component failure shall be self-detecting by way of causing a signal to display a

48

most

restrictive

aspect

as

far

as

practicable.

7.122. Failure of components which are not self-detecting shall not cause any unsafe failure
of the equipment. Even simultaneous failures in different components which are not selfdetecting
shall
not
cause
any
unsafe
failure
of
the
equipment.
7.123. 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.
7.124. Common return shall not be used for vital circuits. In vital circuits, the final stage
shall use fail-safe signalling relays. A transformer isolation shall be provided between the
final stage fail-safe signalling relay and the electronic device preceding it. The D. G. power
supply shall not have any galvanic connection with the coil of the final stage signalling
relay.
7.125. All electronic equipment shall have a long Mean Time Between Failures (M. T. B. F.).
Duplication of components and parts of equipment or modules may be resorted to for
improvement of the reliability where necessary. Where components/parts modules are
duplicated, it is desireable that provision may be made for cross checking the performance
of
one
set
by
the
other
set
and
vice-versa
7.126. 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 failingeither open circuit, short circuit or with partial short circuit between any pair of terminals or
earthing.
7.127. Special care shall be taken in the design of amplifier circuit to eliminate the
possibility of self-oscillation. It is desirable that loss of safety requirements is not caused
should the amplifier go into self-oscillation due to any unforeseen contingency.
7.128. Where specific frequencies are used for safety circuits, particular care shall be taken
to ensure that the frequency generating equipment is producing only the desired frequency
signal. Verification shall be carried out using passive tuned filters in series with each
frequency
source.
7.129. 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.
7.130. For the consideration of the fail-safe feature of an electronic safety signalling device,
failure of one component for all the modes of probable faults indicated in paragraph 7.126,
one at a time shall be considered. If the failure of the component under examination is not
self-detecting, then simultaneous failure of other associated components shall be
considered.
SECTION ' M '
Standards of Signalling and Interlocking
7.131. Broad Gauge lines on Indian Railways have been classified into five categories and
Metre Guage lines into four categories in terms of Paragraphs 210 and 211 of the

49

Engineering Code. The complement of signalling equipment to be provided at stations on

these routes is indicated in the Tables below :
Broad Gauge

50

SECTION ' N'

BLOCK

INSTRUMENTS

General requirements
7.132.

Construction

and

Type:

7.132.1. All block instruments shall be of robust construction and of a type approved by the
Commissioner
of
Railway
Safety.
7.132.2. On sections where A. C. voltages are induced due to power line parallelism,
suitable block instruments with appropriate protective measures shall be provided. The
immunity limits of various types of block instruments are specified in Chapter XVIII.
7.132.3. Block instruments shall normally be worked on physical conductors. Under special
instructions, block instruments may be worked on radio relay systems with appropriate
security
features.
7.133. Lightning Discharger.All instruments shall be provided with lightning discharger to
approved specification. Where a return line wire is used ,lightning discharger must be
installed
on
both
wires.
7.134. 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.

51

7.135. Locking and sealing facilities.Facilities shall be provided for locking and sealing the
instruments. The doors of the instruments giving access to the internal mechanism shall be
provided with a double lock, the key of one of which shall be in the custody of the Station
Master on Duty and the key of the other will be with the Electrical Signal Maintainer 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.
7.136. Prevention of unauthorised operation.A lock or other device shall be provided to
enable the Station Master on duty to prevent unauthorised manipulation of the instrument
during
his
absence.
7.137. 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.
7.138. Bell push.A Bell push button or a bell plunger shall be provided on the instrument
for
exchange
of
bell
codes.
7.139. A separate battery shall be used for each Block instrument. This battery shall only
feed the Block Instruments and not any other circuits. The battery housing shall be locked
and
sealed.
7.140. Tokenless Block Instruments worked on physical conductors shall be worked on
metallic return circuits.
Special requirements of Single Line Block Instruments
7.141. 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.
7.142. Current Indicator.An indicator, indicating the polarity of current, shall be provided
to
indicate
incoming
and
outgoing
line
currents.
7.143.

Operation:

7.143.1. " Train Going To " and " Train Coming From "The instruments shall be such that
the co-operation of the Station Master at the other end of the section shall be necessary.
Even with the co-operation of the Station Master at the other end, the Station Master has to
go through one or more definite moving operations on the instrument in addition to working
of
bell
plunger.
(a) before he can grant Line Clear to the Station Master at the other end of the section to
release
a
token,
or
(b)

before

he

can

obtain

Line

Clear

and

extract

token.

7.143.2. " Line Closed "Both the instruments shall be restored to normal before a further

52

operation of setting the instrument to " Train Going To "/" Train Coming From " can be
carried out. It shall not be possible for the instruments at either end of the section to be
restored to normal without the co-operative features indicated in Para 7.143.1.
7.144. 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.
7.145. The instruments that is set to " Train Going To " for initiating a train movement shall
be the first one to be restored to " Line Closed " on complete arrival of the train at the
receiving
station.
7.146. 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.
7.147. 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.
7.148. 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.
Special requirements of Single Line Tokenless Block Instruments
7.149. Fixed Indications.In addition to the fixed indications specified in paragraph 7.141
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.
7.150. Immunity from extraneous currents.Single Line tokenless block instruments shall
work on coded impulse/frequency modulated current system so as to be immune from the
effects
of
extraneous
currents.
7.151.

OperationsHandle

7.151.1. "Train Going To"

even with the co-operation
Master has to go through
addition
to

type

tokenless

Block

Instruments:

and "Train Coming From "The instrument shall be such that

of the Station Master at the other end of the section, the Station
one or more definite moving operations on the instrument in
the
working
of
bell
plunger

(a) before he sets his instrument to " Train Coming From ".
(b)

before

he

sets

his

instrument

to

"

Train

Going

To

".

7.151.2. "Train On Line "Means shall be provided to ensure that the instruments are set
to " Train On Line " automatically by the entry of the train into the block section and
maintained in that position until the train has cleared the block section. This indication shall
be in addition to the " Train Going To " or " Train Coming From " indications of the handle.
7.151.3. " Line Closed".Both the instruments shall be restored to normal before a further
operation of setting the instrument to " Train Going To " / " Train Coming From " can be
carried out. It shall not be possible for the instruments at either end of the section to be
restored to normal without the cooperative features enumerated in Para 7.151.1.
7.152.

OperationsPush

Button

Tokenless

Block

Instruments

53

7.152.1. "Train Going To " and "Train Coming From ".The co-operation of the Station
Master at the other end of the section may be dispensed with. The instrument shall be such
that a button in addition to the bell button shall be operated for " Train Going To " position.
T.152.2. " Train On Line "Means shall be provided to ensure that the instruments are set
to" Train On Line " automatically by the entry of the train into the block section and
maintained in that position until the train has cleared the block section. This indication shall
be in addition to the " Train Going To " or " Train Coming From " indications.
7.152.3 Line Closed.Both the instruments shall be restored to normal before a further
operation of setting the instrument to " Train Going To "/" Train Coming From " can be
carried out. The instrument shall be such that a button in addition to the bell button shall be
operated by the receiving station for setting both the instruments to the " Line Closed "
condition. This feature can be dispensed with where an automatic device of closing the
Block
section
is
provided.
7.153. 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.
7.154. Tokenless block instruments shall be provided with
(i)

Audible

indicators

to

warn

the

receiving

station

(a) when the train enters the block section at the sending station ;
and
(b)

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 upto the opposing First Stop Signal.
Special requirements of Double Line Block instruments
7.155. Indicators for Up and Down Lines.The Instruments shall be provided with Visual
indicators separately for Up and Down Lines to show the following three conditions :
(a)

Line

Closed

(b)

Line

Clear.

(c)

Train

On

Line.

7.156. Current Indicator.The indicators provided as per paragraph 7.155 may also serve
as
the
current
indicators.
7.157. 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.
7.158. Audible Indicator.Where required, the instruments may be provided with audible
indicators
(a) to warn the receiving station when the train has passed the Home Signal, and

54

(b) to warn the sending station when the train has passed the Last Stop Signal.
7.159. Non-Co-operative type instruments.Non-Co-operative type double line block
instruments
shall
work
on
a
system
of
coded
currents.
7.160. The requirements indicated in paragraphs 7.155 and 7.158 will apply to these
instruments. In addition, the following shall be provided in these instruments :
(i) 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
"
Train
Closed
"
condition.
(ii) Audible Indicator.Audible Indicator to warn the receiving station when the train enters
the
block
section
at
the
sending
station.
(iii) Shunting KeysTwo Shunting keys, one for each line, suitably interlocked with the
block instruments for use as an authority for shunting in the block section.
7.161. Use of track circuits for proving block section to be clear.On sections where use of
track circuits for proving the block section to be clear is to be introduced, the following
equipment
shall
be
provided.
(a) A track circuit or circuits extending from the Last Stop Signal of the block station at one
end
of
the
block
section
to
the
other
end
of
the
block
section.
(b) An indicator in each block station to show whether the block section is occupied or not.
(c) A control to ensure that the Last Stop Signal of the block station in rear is automatically
replaced to ' ON ' by the passage of a train and maintained in that position until the train
has
cleared
the
block
section.
(d) A control to ensure that the First Stop Signal is automatically replaced to ' ON ' by the
passage
of
the
train.
(e) On single line, a control to ensure that the opposing Last Stop Signals of the Block
section cannot be taken ' OFF ' at one and the same time.
SECTION ' P '
Automatic signalling
7.162. Automatic Block System on Double line.Automatic Block is a system in which the
movement of trains is controlled by Stop Signals which are operated automatically by the
passage of trains past the Signals. No automatic signal shall assume ' OFF ' aspect unless
the Line is clear not only upto the Stop Signal ahead bat also for an adequate distance
beyond it. Except under approved special instructions, this adequate distance of overlap
shall not be less than 120 metres.
7.163. Automatic and Semi-Automatic Stop Signals on Double Line :
7.163.1. The automatic Stop Signal which governs entry into an Automatic Signalling
section is a multiple aspect colour light signal which is not dependent upon manual
operation but is controlled automatically by the passage of a train into, through and out of
the Automatic Signalling section which the Signal governs. This Signal shall normally display

55

the 'OFF' aspect but shall automatically assume the ' ON ' aspect immediately a train enters
the Signalling Section. The 'ON' aspect shall be maintained until the train passes clear of
the section and its overlap when the Signal shall assume ' OFF ' aspect automatically.
7.163.2. Fixed Signals which require manual control each time they are taken ' OFF ' are
called Manual Stop Signals. A fixed signal having both manual and track circuit controls and
which is capable of being operated either as an Automatic Stop Signal or a Manual Stop
Signal, as required, is called a Semi-Automatic Stop Signal. The Semi-Automatic Stop
Signal when working as an Automatic Stop Signal shall conform to an Automatic Stop Signal
in all matters relegating to its functioning including its normal aspect. Similarly, a SemiAutomatic 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.
7.163.3. Signals shall be so spaced as to meet the operating requirements of the section. At
the same time the distance between signals shall not be so great as to cause serious
repercussions during failures or so small as to provide inadequate braking distance. If the
distance between the caution and danger aspects in the case of three aspect signalling or
attention and danger aspects in the case of four aspect signalling is less than the braking
distance of a train, the speed of that train shall be so regulated as to bring the braking
distance
within
the
abovementioned
signal
spacing.
7.164.

Automatic

Block

System

on

Single

Line

7.164.1. Automatic Block System on Single Line is a system in which the movement of
trains is controlled by fixed signals which may be Manual Stop Signals or Automatic Stop
Signals
or
Semi-Automatic
Stop
Signals.
7.164.2. Manual Stop Signals shall be manually operated multiple aspect colour light signals
which shall assume ' ON ' aspect automatically on the occupation of the section ahead but
shall assume ' OFF' aspect only when on clearance of the relevant section they are operated
manually.
7.164.3. Automatic Stop Signals which shall be multiple aspect colour light signals operate
in the direction of traffic established. Such Automatic Stop Signals as are against the
direction
of
traffic
exhibit'
ON
'
aspect.
7.164.4. Semi-Automatic Stop Signals are capable of being operated either as Automatic
Stop
Signals
or
as
Manual
Stop
Signals
as
required.
7.165.

Manual

and

Automatic

Stop

Signals

on

Single

Line

7.165.1. The line between two adjacent crossing stations may be divided into a series of
Signalling sections and entry into each signalling section shall be controlled by a Manual
Stop Signal or an Automatic Stop Signal or a Semi-Automatic Stop Signal which must
assume ' ON ' aspect on entry of a train into the section and be maintained in that position
until the train has passed clear of the next Automatic Stop Signal in advance or, when the
next Signal is a Manual Stop Signal, an adequate distance beyond it. The Signal that
governs entry into the Block section shall be Manual or Semi-Automatic Stop Signal.
7.165.2. A Control shall be provided to establish direction of traffic and to ensure that
conflicting signals cannot be taken off and a suitable indicator provided to indicate the
direction established. It shall not be possible to change the direction unless the entire line
between two crossing stations and the overlap in the direction to be established are at ' ON
' at either end. The mechanism of the control shall, in addition, be suitably approach locked.
Except under approved special instructions, the overlap shall not be less than 180 metres.

56

7.165.3. Signals shall be so spaced as to meet the operating requirements of the section. At
the same time, the distance between signals shall not be so great as to cause serious
repercussions during failures, or so small as to provide inadequate braking distance. If the
distance between the caution and danger aspects in the case of three aspect signals or
attention and danger aspects in the case of four aspect signals is less than the braking
distance of a train, the speed of that train shall be so regulated as to bring the braking
distance within the abovementioned signal spacing.
7.175.9. Code transmission lines may be either cables or line wires. In both cases, the
attenuation shall be such as to ensure fully satisfactory operation of the code system. The
overhead line wire system shall be designed so as to ensure satisfactory operation under all
weather conditions. Carrier circuits may also be transmitted on V. H. F., U. H. F. or
Microwave
radio
links.
7.176.

Communication

facilities:

7.176.1. If the voice communication system is superimposed on the code line itself, the
design of the system shall be such that speech communication and code system will not
interfere
with
each
other.
7.176.2. Where necessary, repeaters shall be provided to ensure satisfactory
communication between the C. T. C. Operator and various telephone locations on the
section.
7.176.3 In the control office, a suitable loudspeaker, microphone and amplifier shall be
provided for C. T. C. Operator. In addition, conventional type of head sets with plugs and
jacks;
shall
also
be
provided.
7.176.4. In addition to the telephone at Station Master's Office, the telephones or jacks
shall if required, be provided at the Signal posts and in the relay rooms at the stations and
in the instrument cases in the section.
SECTION ' R' Additional Requirements in 25 kv. 50 cycles A. C. Electrified Sections
7.177. The Signalling and Telecommunication equipment in A. C. electrified areas is
affected
by
the
Electric
Traction
System
in
the
following
manner;
(a) Physical obstructions to the visibility of Signals and to the Signal and Point transmission
underground
cables,
etc.,
by
overhead
electrical
masts
and
fittings.
(b) Induced voltages in Signalling equipment and circuits from high voltages and current in
the
catenary.
(c) Voltage developed in the rail by the flow of traction return current affecting equipment
connected
to
the
rails.
7.178. Detailed requirements in 25 kV. 50 cycles A. C. electrified areas are enumerated in
part II.
Special requirements for Block Instruments
7.179. Block Instruments shall not be worked on overhead lines. They shall be connected to
underground
cables
as
per
approved
drawings.
7.180. A block filter of an approved design shall be installed between the Single or Double

57

Line

Block

Instrument

and

the

Cable

Conductors.

7.181. When a block section originates at a station in electrified area and terminates at a
station in non-electrified area, Block instruments at both ends of such block section shall be
provided
with
block
filter
in
accordance
with
approved
instructions.
7.182. The block telephone of Single or Double Line Block instruments shall not be worked
on the same cable conductor as the block instrument. It shall be worked on a separate pair
of
cable
conductors.
7.183. Over single line sections, approved type of Token and Tokenless Block Instruments
shall be used. If the length of parallelism does not exceed 1.5 kilometres, Push Button
Tokenless
Block
Instruments
may
be
used.
7.184. Over Double Line Sections, only approved type of Block Instruments with block
filters shall be used. Details of the type of instruments to be used are enumerated in Part
IT.
CHAPTER VIII
DRAWINGS,

SPECIFICATIONS

AND

BOOKS

OF

REFERENCE

Procedure

SECTION 'A'
Plan of New and working installations
8.1.

PreparationGeneral

8.1.1. All plans shall be prepared in accordance with the instructions issued by the Chief
Signal
and
Telecommunication
Engineer.
8.1.2. The names of the junction or terminal stations should be noted on plans, that on the
left hand side being the one from which the kilometre progressively increases. The names
of the adjacent block stations and mid-section sidings should also be indicated on the plans
as also their respective distances from the center line of the station for which the plan is
prepared.
8.1.3. Standard drawings shall not be departed from without the specific permission of the
Chief
Signal
and
Telecommunication
Engineer.
8.1.4. The Signal and Telecommunication Engineer in charge 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 being written on the
drawings ; and
(ii)

For

proper

check

of

the

design

and

estimate.

When 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 part of the information
necessary has to be supplied by another department, the officer-in-charge should obtain
and
incorporate
the
details
on
the
drawing.
8.1.5.

The

north

point

should

be

shown

on

every

signalling

plan.

8.1.6. All drawings should be quoted by number in their proper place in the estimate and in

58

the

covering

letter

accompanying

the

estimate.

8.1.7. Tentative signalling plans prepared for estimating purposes should bear the legend :
"TentativeFor estimating purposes only". Tentative signalling plans issued for tender
purposes should bear the legend : " TentativeFor Tender purposes only". Tentative
signalling plan sent to Divisions for comments should bear the legend : " TentativeFor
comments only ". All tentative plans should be signed by at least a Senior Scale Officer.
8.2.

Plans

for

other

Departments

8.2.1. The Divisional/Senior Signal and Telecommunication 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 Chief Signal and
Telecommunication
Engineer.
8.2.2. The Divisional/Senior Signal and Telecommunication Engineer should 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.
8.3.

General

practice

and

sizes

of

Drawings

8.3.1. The code of Practice for General Engineering drawings and the standard sizes of
drawings
IS.
696
shall
be
followed
as
far
as
practicable.
8.3.2. In preparing plans or making ferro prints, wastage of drawing paper, tracing paper,
tracing
cloth
and
ferro
paper
should
be
avoided.
8.3.3.

The

following

considerations

govern

the

size

of

drawing.

(i) Folding, approximately to foolscap size to accompany correspondence and reports,

(ii) The commercial size of drawings, tracing and ferro paper rolls and tracing cloth rolls.
8.3.4. The following sizes may be considered convenient, the tracing paper/cloth being cut
to the outer dimensions shown:
Size

'A'
'B'
'U'
'C'
'D'
'W'

I.S.I.
standard
A4
A3
-A2
A1
--

Measurement including Border

Borde
r

210 mm. x 297

mm.
297 mm. x 420
mm
297 mm. x Any
length
420 mm. x 594
mm.
594 mm. x 841
mm
841 mm. x Any length

10
mm.
10
mm.
10
mm.
10
mm.
10
mm.
10
mm.

59

On left hand side of each drawing, an extra margin of 30 mm. should be allowed of binding.
Size ' A ' may be adopted for preparation of sketches. Size 'B' may be adopted for Locking
Tables and Selection Tables. Size ' U ' may be adopted for Locking Diagrams. For Signalling
plans,
any
size
as
convenient
may
be
adopted.
8.3.5. 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.
8.4.

Titles

and

numbering

of

Drawings:

8.4.1. 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.
8.4.2. Drawings pertaining to any station, viz., Signalling plans, Locking Tables/Selection
Tables, Locking diagrams, wiring diagrams etc. shall bear the same number. ,
8.4.3. If more than one sheet
the sheet number as indicated
title may be placed below the
this effect and the number of
top
corner

is used for a particular work, each must be distinguished by

in Para 8.3.5 immediately following the drawing number. The
number. If the drawing cancels the previous one, a note to
the cancelled drawing should be recorded at the right hand
of
the
drawing

8.4.4 Every plan should bear in small letters at the lower left hand corner, the name and
initials of the Technical Assistant or Superintendent, Drawing Office, Head
Draftsman/Draftsman
and
Tracer
who
prepared
and
checked
the
plan.
8.4.5. All signatures in tracings should be in indelible ink. All signature should be dated with
date
month
and
year.
8.5. Scale of Drawings.It is desirable that signalling plans are prepared to the scales
(i)

10

metres

(ii)

metres

8.6.

to

to

centimetre

Details

centimetre
on

(1/1000)

longitudinal;

(1/500)

transverse.

Drawings

8.6.1. 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.
8.6.2. The following information should invariably be shown on signalling 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,

60

(iv)

Restriction

on

dead-end

sidings

(e.

g.,

No

stabling)

if

any.

(v) All gradients within the station limits and upto 2.5 kilometres in rear of first stop signal,
(vi) Kilometrege 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 on which the signalling plan is based.
(xi) Note regarding telephone communication provided between A. S. M./Cabinman and
level
crossings
within
and
outside
station
limits.
(xii)

Aspect

(xiii)

Whether

(xiv)

Details

(xv)
(xvi)

sequence
turnout

of

(xix)

in

Table

of

distances

(xvii)
(xviii)

Detection

Details
Intestinal

is

chart
8-1/2
etc.,

and

of

Date

8.7.

Check

in

are

and

12

not

distance

between

or

apparent

water

Boards

in

16

in

the

and

open
column,

of

plan.

Signals.

pit/tray.

big

commissioning

etc.

bridges.
ash

in

issue

signals.

Counter/Treadles.

Warning

of
of

light

Circuits/Axle

overlap

Custody

(xxi)

colour

of

Signal

(xx)

or

which

Track

Details
Location

for

yards.

spare

keys.

the

installation.
Drawings

8.7.1. Signalling Plans and Locking Tables/Selection Tables shall be checked in full by both
Assistant Signal and Telecommunication Engineer and Senior Signal and Telecommunication
Engineer before they are approved and signed by an officer in Junior Administrative grade
or above, authorised by the Chief Signal and Telecommunication Engineer.
8.7.2. Locking Diagram for lever frames having more than 50 levers shall checked and
approved as required in Para 8.7.1. Locking Diagram for lever frames having upto 50
levers, cable plans and power supply distribution diagrams shall be checked in full by
Assistant Signal and Telecommunication Engineer before they are approved and signed by
Divisional Signal and Telecommunication Engineer/Senior Signal and Telecommunication
Engineer.
8.7.3. Circuit Diagrams for inter cabin control and automatic signalling shall be checked in
full by Assistant Signal and Telecommunication Engineer and Senior Signal and
Telecommunication Engineer before they are approved and signed by Deputy Chief Signal

61

and Telecommunication Engineer. Detailed wiring diagrams for individual stations prepared
on the basis of these typical circuit diagrams should be checked in full by Assistant Signal
and Telecommunication Engineer and Divisional Signal and Telecommunication Engineer or
Senior Signal and Telecommunication Engineer who may approve and sign them.
8.7.4. For major signalling schemes, including power and electromechanical signalling.
(i) Typical circuit diagrams for various circuit elements, such as route locking approach
locking, sectional route release, point control, interlocking relay control, signal proving and
lighting, etc., will be checked in full by both Divisional/Senior Signal and Telecommunication
Engineer and Deputy Chief Signal and Telecommunication Engineer before they are
approved
and
signed
by
Chief
Signal
and
Telecommunication
Engineer.
(ii) The detailed circuit and wiring diagrams, including those submitted by the Contractors
or firms for individual schemes shall be checked in full by both Assistant Signal and
Telecommunication Engineer and Divisional/Senior Signal and Telecommunication Engineer
before they are approved and signed by an Officer in junior Administrative grade or above,
authorised
by
the
Chief
Signal
and
Telecommunication
Enginee..
8.8.

Completion

Drawings;

8.8.1. The Signal and Telecommunication Engineer-in-charge of Construction should submit

signed ferro copies to the 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.
8.8.2. On receipt of these drawings, the original tracings will be amended in the Office of
Chief Signal and Telecommunication Engineer and marked "Completion Drawing".
Requested number of copies of the completion drawing will be sent to the office of
Divisional
Signal
and
Telecommunication
Engineer.
8.9.

Supply

of

Plans

8.9.1. 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 Plan for each interlocked station including interlocked
level crossings situated outside station limits and interlocked mid-section sidings.
(ii) Working Rule diagram where issued for each station including interlocked level crossings
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) Selection Tables for each electromechanical/Relay interlocked station,
(v)

Panel

diagram

(vi) 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
;

62

(viii) Diagram; of electrical signalling and power signalling 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 for Relay Interlocked
stations
;
(xii) Diagrams showing connections of power supply panels for each power supply
installation.
(xiii) Cable route plan showing disposition of underground cables for each yard.
(xiv) Disposition charts of overhead lines for control telephones, block instruments,
administrative
trunks,
telegraph
and
other
railway
circuits.
(xv) Disposition charts of overhead lines for circuits such as electrical reverses, key
transmitters
and
other
circuits
under
the
charge
of
each
inspector.
8.9.2. Sectional Signal Inspectors and Supervisory Signal Inspectors shall be supplied with
copies
of
the
above
mentioned
Drawings
and
charts.
8.9.3. Ai stations provided with electro-mechanical signalling or centralised operation of
points and signals, a set of signalling plans, locking/selection tables, locking diagrams and
wiring diagram, cable route plan etc. may be kept at the station for reference by the
maintenance
staff.
8.9.4. While signalling plans, locking tables, selection tables and wiring diagrams shall be
supplied by Headquarters Office, other plans mentioned in Para 8.9.1 shall be prepared by
Divisional Signal and Telecommunication Engineer (Construction) or (Maintenance) as the
case may be. Signalling plans for non-interlocked stations shall be prepared by Divisional
Signal and Telecommunication Engineer (Construction) or (Maintenance) as the case may
be.
8.10.

Care

and

file

of

tracings.

8.10.1. Tracings shall not be used for reference as they are apt to get lost or damaged.
Required number of ferro-prints should be supplied to Officers and Inspectors. Each
particular file should contain a ferro-print of the works relating to it.
8.10.2. Should it be necessary to send a tracing from one office to another, it shall be rolled
and
inserted
in
a
cardboard
cylinder.
8.10.3. Ferros should be folded 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.
8.10.4. 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.

63

8.10.5. 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 should be guarded against.
SECTION' B '
Standard Drawings
8.11

Indian

Railway

Standard

Drawings.

8. 11.1. 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 DrawingsIRS. (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 I S ' ' SA '
stands for a signal assembly and ' S ' stands for a part of a signal assembly.
8.11.2. New designs and drawings which are accepttd 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.
8.12.

Supply

of

Standard

Drawings

8.12.1. A set of all I. R. S. (S) drawings shall be supplied to the office of each Divisional
Signal and Telecommunication Engineer, Assistant Signal and Telecommunication Engineer
and
to
each
Inspector
as
required.
8.12.2. I. R. S. drawings should not be traced by the Zonal Railway. Copies in reproduction
tracings should be obtained from the Director General, Research, Designs and Standards
Organization (Signal and Telecommunication), Ministry of Railways, Lucknow, whenever
required.
SECTION ' C '
Specifications
8.13Indian Railway Standard Specifications.Specifications for materials used for
signalling purpose have been drawn out by the Director, Research General, Designs and
Standard 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. A list of I. R. S.
Signal
specification
is
at
Annexure
"
34
".
8.14.Other Specifications.-Specifications issued by the British Standards Institution, the
Indian Standards Institution and the British Railway Board have also been adopted for items
of equipment used for signaling purposes for which no I. R. S. specification exists. Some of
these specifications pertaining to items in common use are detailed in Annexure '' 35 "
8 15.Supply of Specifications.Each Divisional Signal and Telecommunication Engineer
and Assistant Signal and Telecommunication Engineer should have a copy of all Indian
Railway Standard (Signal) specifications in his office. Copies of such British Standard and

64

Indian Standard specifications that are generally required may also be kept. He should also
have a copy of all specifications issued by Chief Signal and Telecommunication Engineer for
local
use.
8.16.Availability
8.16.1. Indian Railway Standard Specifications are obtainable from the Manager of
Publications,
Civil
Lines/Delhi-6.
8.16.2 Indian Standard Specifications are obtainable from the Indian Standards Institution,
Manak Bhavan, Bhadur Shah Zafar Marg, New Delhi, or its branch offices at Bombay,
Calcutta,
Madras,
Hyderabad,
Kanpur
and
Bangalore.
8.16.3 British Standard Specifications may be purchased from Indian Standard Institution
Offices at New Delhi, Bombay, Calcutta and Madras.
SECTION 'D'
Books of Reference
8.17 Books of ReferenceScale of.Books of reference should be supplied to Officers,
Inspectors and Maintainers for their personal use, as well as for use in their officers. A
statement showing the various books and their distribution is at Annexure - 36 .
8.18 Reports of Signal Standards Committee, Technical papers and Journals.Each
Divisional Signal and Telecommunication Engineer should arrange to have the under
mentioned
technical
literature
in
the
Divisional
Library.
(i)

Reports

of

the

Signal

Standards

Committee.

(ii) Proceedings and Technical papers issued by the Institution of Railway Signal and
Telecommunication
Engineers,
New
Delhi.
(iii) I. R. S. specifications, British Standard specifications, Indian Standards specifications,
specifications of the Association of American Rail Roads Signal section relating to Signalling
and
Telecommunication
equipment
as
required.
(iv) Quarterly Technical Bulletin and other technical papers on Signalling and
Telecommunication matters published by the Research, Designs and Standards
Organization/Lucknow.
(v) Notes published
Telecommunications,

by

Indian

Railways

Institute

of

Signal,

Engineering and
Secunderabad.

(vi) Technical books and journals of interest on Signalling and Telecommunication.

SECTION ' E '
Maintenance of Drawings, Specifications and Books of Reference
3.19 Folders.Standard drawings, plans of working installations and specifications should
be
maintained
in
a
book
form
separately
bound
in
suitable
folders.
8.20

Addenda

and

Corrigenda.

8.20.1 I. R. S. Drawings and Specifications.A quarterly notification is issued by the

65

Director General, Research, Designs and Standards Organization. It gives the details of the
new Indian Railway Standard Specifications and drawings issued and also those which have
either been modified or cancelled during the quarter covered by the notification.
8-20-2 British Standard Specifications.British Standard Year Book is published by the
British, Standards Institution, Victoria Street, London S. W. I. It contains a list of up-to-date
British Standards in numerical order and also gives a brief description of each.
8.20.3. Indian Standards Specifications.The I. S. I. Hand Book of Publications contains up
to-date list of Indian Standards and is available from the Indian Standards Institution,
Bahadur Shah Zafar Marg, New Delhi, or any of its branch offices at Bombay, Calcutta,
Madras,
Hyderabad,
Kanpur
and
Bangalore.
8.20.4. 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.
8.20.5. Books of reference.Addenda and Corrigenda slips to the books of reference are
issued from time to time by the Railway Board and the Railways, as the case may be.
8.21. Accountal.All Indian Railway Standard drawings and Specifications, British Standard
and Indian Standard Specifications as well as books of reference must be accounted for in
the
same
way
as
tools
and
plant
items
;
8.22.

Responsibility.

8.22.1. All officials to whom books of reference have been supplied shall be responsible
for
(i)

their

safe

custody

and

good

order

(ii) pasting 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

8.22.2.

all

books

Each

issued

Inspector

to

them

shall

for

be

personal

use

responsible

prior

to

to

retirement.

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.
8.22.3. Each Divisional Signal and Telecommunication 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

inspectors

keep

their

standard

drawings

and

plans

up-to-date.

66

(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 Chief Signal and Telecommunication Engineer for
arranging
necessary
correction.
(v) each Divisional Signal and Telecommunication Engineer shall make periodical check to
see that Inspectors maintain their books of reference up-to-date and in good order, He
should encourage his Inspectors and other staff to study reports, proceedings, papers and
journals mentioned in Para 8.18 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.
SECTION 'F'
Indian Railway Standard Equipment
8.23. Indian Railway Standard Designs.Where Indian Railway Standard designs 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.
If any defect in standard designs 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, Re-search, Designs and Standard Organisation Signal and
Telecommunications for examination in consolation with the Signalling Standard Committee.
CHAPTER IX
GENERAL

INSTRUCTIONS

FOR

INSTALLATION

OF

SIGNALLING

EQUIPMENT

SECTION ' A '

General
9.1.

Reference

to

Rules

9.1. 1. The safety of the travelling public is ensured by the Rules laid down in
(i) The Indian Railway Act.
(ii)

The

General

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.

9.1. 2. The rules provide for the legal authorization 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.
9.2. 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

67

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 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 Chief Signal and Telecommunication Engineer. All deviations
shall be marked on the completion drawings and forwarded to the Chief Signal and
Telecommunication Engineer for correction of the tracings and issue of revised prints.
9.4.

Responsibilities

of

Engineer-in-charge.

9.4. 1 The Engineer-in-Charge shall ensure that no work is commenced without

(i)

Proper

men

and

materiel-:;

being

available

for

its

execution.

(ii) Approved signalling plans, locking tables and diagrams, selection tables and circuits,
standard
drawings
and
specifications.
(iii) Sanction of Commissioner of Railway Safety in the case of works on lines opened
already
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).
9.4.2 The Engineer-in-Charge 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

Inspectors.

(iii) Sec that the progress of work is satisfactory and submit progress reports to the 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 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 safely certificate and joint message to the Commissioner of Railway
Safety
9.5. Responsibilities of the Inspector in chargeThe Inspector in charge of the work shall,
besides ensuring the conditions stipulated in Para 9.4.1. be responsible for ensuring that

68

(i)

work

is

not

started

unless

authorized

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-in-Charge
;
(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-in-Charge 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.
SECTION ' B'
Works on Lines opened to Traffic
9. 6. Works requiring notice to and sanction of the Commissioner of Railway Safety.Under
Section 20 of the Indian Railways Act and Chapter VI 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 train, 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 arc
commenced
or
opened-
(i) Additions/extensions or alterations to existing Block, Signalling and Interlocking
installations
(ii)
(iii)
(iv)
9.7.

New

Block,

New

and

Stations

Interlocking
Application

Signalling

to

of
the

level

Interlocking

temporary
crossing,

Commissioner

of

catch
Railway

installations.

or
siding

Safety

permanent.

slip
for

sidings,

sanction

for

etc.,
works:

9.7.1. Applications to the Commissioner of Railway Safety for sanction for carrying out
works listed in Para 9.6 shall be submitted in the following manner.
(i) When the work is executed by the Divisional organization, the application shall be mad
by the Divisional Railway Manager.
(ii) When the work is executed by an extra Divisional Organization e. g. Construction
Organization, the application shall be made by an officer not below the rank of Deputy Chief
Signal and Telecommunication Engineer for signalling works. For joint works the application
shall be made by an officer not below Junior Administrative grade of the department which
controls
the
work.
(iii) Station Working Rules obtained from the Operating Department shall accompany the
application.

69

(iv) The application shall be made on the prescribed form 1606/1 " Application of or
Sanction " (Annexure ' 37 ') 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.
9.7.2. If any material deviation from the plan approved by the Commissioner of Railway
Safety 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
first
made.
9-7.3. The Commissioner of Railway Safety in according his sanction may or may not
propose
to
inspect
the
works.
9.7.4. If the Commissioner of Railway Safety 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.
9.8.

Safety

Certificate:

9.8.1. If the Commissioner of Railway Safety decides not to inspect the work prior to the
opening, the Engineer in-Charge shall submit the Safety Certificate on the prescribed from
(Annexure ' 38') signed by him prior to the opening of works and in case of joint works,
signed
also
by
Engineering-in-Charge
of
Civil
Engineering
portion.
9.8.2. Before signing the Safety Certificate the Engineer-in-Charge shall
(i) Test the new works and see that the 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 traveling public or of the employees of the Railway.
9.8. 3. After fully satisfying himself he shall bring the installation into use by issuing a
message in the form given on the sanction Application (Annexure '37') to the Commissioner
of
Railway
Safety
with
copy
to
all
concerned.
In case of joint works the message shall also be signed by the Engineer-in-Charge of the
Permanent
Way
portion
of
the
work.
9.8.4 The Safety Certificate shall be countersigned by the Officer who applied for the
sanction of Commissioner of Railway Safety. 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.
9.8.5 Copies of the Safety Certificates shall be sent to the Divisional Railway Manager and
the Chief Signal and Telecommunication Engineer and also the Chief Engineer if the
Engineering Department is involved in the work.
SECTION ' C '
NEW LINES AND ELECTRIFICATION

70

9.9.

Application

to

the

Commissioner

of

Railway

Safety

9.9. 1. 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 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.

9.9. 2. Of the above only the following items concern signalling and interlocking ;
(i) Tabulated details Form No. VIII of Rules for Opening of a Railway (Annexure ' 39').
(ii) Drawings of works, plans of station yard showing gradients, the layout of tracks and
signals
and
interlocking
including
locking
and
selection
tables.
(iii)

List

of

Questions

and

Answers

(Annexure

'

40').

(iv) Station working Rules (assisting the Operating Branch in their preparation).
(v)

Certificate

for

introducing

or

extending

electric

traction

(Annexure'

41

').

9.9.3. 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 ' A ' of this Chapter.
SECTION
INTRODUCTION

'
OF

NEW

TYPES

D
OF

LOCOMOTIVES

OR

'
ROLLING

STOCK

FOR

INCREASING SPEED

71

9.10. Sanction of the Commissioner of Railway Safety is necessary for the running of new
types of locomotives or rolling stock or for increasing the maximum permissible speed on a
specified section or of locomotives or rolling stock. The application for this purpose shall be
made by the Chief Engineer and it shall be accompanied by the following document;:
(i)

Load

(ii)

Certificate

(iii)

diagram.

for

Certificate

Track

for

strength

strength.
of

girders.

(iv) Certificate of test runs (if required by the Commissioner of Railway Safety) obtained
from
Operating
Department.
(v) Certificate on Form Annexure ' 42' signed jointly by the Chief Mechanical Engineer, Chief
Engineer, Chief Signal and Telecommunication Engineer and Chief Operating
Superintendent.
(vi) A statement (in Form XI of the " Rules for Opening of a Railway or section of a Railway
for the Public carriage of passengers") detailing any " infringement of maximum and
minimum dimensions" involved in running of the locomotive or rolling stock.
On receipt of such an application, the Commissioner of Railway safety if he so desires, will
inspect and/or try out the new locomotives and/or rolling stock and the Railway
Administration will afford him the necessary assistance to do so. CHAPTER X
CONTRACTS

AND

MEASUREMENT

FOR

WORKS

SECTION

'A'

General
10.1. 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.
10.2.

Lists

of

approved

contractors

and

Registration

of

applications

10.2.1. Lists of approved contractors shall be maintained in the offices of the Divisional
Signal and Telecommunication Engineers for their Divisions and the Chief Signal and
Telecommunication Engineer for the whole Railway. As per Para, 1216E. these lists shall be
deemed to be confidential records and examined and revised periodically. They shall be
maintained in manuscript form under the following categories of work:
A. For works to be executed under Open line conditions affecting safety of running trains.
(i)

Provision

of

Mechanical

Signalling.

(ii) Provision of Electrical Signalling,

(iii) Provision of Relay Interlocking, C. T. C. etc.
(iv)

Laying

of

cables.

(v) Erection of overhead alignment by the side of the track,

72

(vi)

Any

other

signalling

work.

B. For works to be executed under Open Line conditions not involving safety of running
train or on new lines or in areas away from track opened for traffic.
(i) Provision of Mechanical Signalling,
(ii) Provision of Electrical Signalling,
(iii)

Provision

of

Relay

Interlocking,

C.

T.

C,

etc.,

(iv)

Laying

of

Cables.

(v) Erection of overhead alignment by the side of track,

(vi) Any other signalling work,
(vii)

Supply

of

sand,

bricks,

etc.

10.2.2. The Chief Signal and Telecommunication Engineer shall authorise the inclusion in
the lists of approved contractors the names of applicants considered capable of executing
works under one or more of the catagories in para 10.2.1 above. On receipt of an
application from a contractor desirous of having his name included in the lists of approved
contractors, the Divisional Signal and Telecommunication Engineer shall satisfy himself on
the following points (as per para 1215-E.) and forward the application with his remarks to
the
Chief
Signal
and
Telecommunication
Engineer:
(i)

His

position

as

an

independent

contractor.

(ii) His capacity to undertake and carry out works satisfactorily, as vouched for by a
responsible-official
or
(firm).
(iii) His previous experience on works similar to that to be contracted for, in proof of which
original certificates or testimonials may be called for and their genuineness verified, if need
be,
by
reference
to
the
signatories
thereof.
(iv) His knowledge from actual personal investigation of the resources of the division in
which
he
offers
to
work.
(v) His ability to supervise the work personally or by competent and duly authorised agents.
It shall be ensured that each application for registration is accompanied by
(i) A certificate showing the financial standing of the applicant,
(ii) An authorised copy of the Income-tax Clearance certificate,
(iii) Original certificates (or authorised copies thereof) regarding past experience of works.
10.3.

Basis

for

inviting

tenders

and

entering

into

contracts:

10.3.1. The documents which form a contract are as follows:

(i)

Instructions

to

parties

tendering.

(ii) Tender form, if any.

(iii) SpecificationsStandard and special,

73

(iv)

Schedule

of

items

and

quantities,

rates,

etc.

(v) Conditions of contractStandard and Special,

(vi)

Agreement

Form.

Items (i) to (vi) 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.
10.3.2. Each Divisional Signal and Telecommunication Engineer shall be in possession of
copies of items (i) to (vi) vide para 10.3.1. and acquaint himself with the provisions
contained therein. Signal Inspectors may be supplied with copies of these where necessary.
10.3.3. Copies of items (i) to (vi) vide paras 10.3.1. shall be available in the Office of the
Chief Signal and Telecommunication Engineer and the Divisional Signal and
Telecommunication Engineer for sale to contractors who shall be advised to make
themselves conversant with the provisions contained in items (i) to (vi) before tendering for
works
or
supply
of
materials.
10.3.4. 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 Chief
Signal and Telecommunication Engineer and intimated to the Executive Officers and
Inspectors who shall acknowledge receipt of the same.
SECTION ' B"
Tenders
10.4. Calling for tenders.Tenders may be invited for any of the works listed in para 10.2
required to be carried out under contract. When calling for tenders for works, the provisions
contained in para 121IE. shall be observed. Tenders may be invited by the 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).
10.5.

Tender

Notices:

10.5.1. Notice for inviting tenders shall be to the Form prescribed by the Administration and
shall
embody
the
stipulations
contained
in
para
1239-E.
10.5.2. When limited tenders are invited, tender notices shall be issued to Contractors on
the list of approved contractors and displayed on the notice boards of the offices of the
Divisional Signal and Telecommunication Engineer and important stations on the Division
concerned.
10.5.3. When open tenders are invited, Tender Notices shall be displayed on the Notice
Boards of the offices of the Divisional Railway Manager, Deputy Chief Signal and
Telecommunication Engineer, Divisional Signal and Telecommunication Engineer, Signal
Inspectors and important stations on the region concerned. In addition, if so prescribed by
the Administration, tender notices shall be published in the newspapers on the approved list

74

of the Government of India, it being left to the authority inviting enders to select the
newspapers
and
the
number
of
insertions
for
this
purpose.
10 6. Tender Forms. Tender forms shall embody the contents of the contract document
either directly or by reference. Tender forms shall be issued on payment of the prescribed
fees to the appropriate contractors on the list of approved contractors. Contractors not on
the approved list of approved contractors will, on payment of the prescribed fees, be
furnished with tender forms and 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 without which their tenders shall not be
considered.
10.7.

Drawings

and

Specifications.

10.7.1. 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.
10.7 .2. 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 embodied in the contract
documents
or
made
available
for
reference
by
intending
tenderers.
10.8.

Earnest

Money

and

Security

Deposit.

10.8.1. The tenderer shall be required to deposit with the tender, earnest money 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 fulfilment of the contract 'and the balance to make up the security deposit
at the rates stipulated by the Administration shell unless otherwise specified in the special
condition if any, be deposited by the contractor in cash or in the form of Government
Securities or will be recovered by percentage deductions from the Contractor "on account"
bills. A guarantee from a Scheduled Commercial Bank in India may also be accepted as
Security Deposit. The Government Security may be of the required monetary value in the
form of approved Banker's bonds. Government security certificates, deposit receipts of
scheduled Banks or Post Office Savings Bank pass books, duly pledged or hypothecated to
the
Accounts
Officer
of
the
Railway.
10 8.2. No cheque shall be accepted from a Contractor or firm as earnest money with a
tender
unless
it
is
guaranteed
by
the
Bank
concerned.
10 8. 3. The earnest money of all unsuccessful tenderers shall be refunded as expeditiously
as
possible.
10.9.

Tender

committees.The

Administration

will

specify

(i) The constitution and functions of Tender Committees for the purpose of opening of
tenders and submitting recommendations to the competent authority. The convenor of a
Tender committee meeting shall be the Chief Signal and Telecommunication Engineer, the
Divisional Railway Manager, the Deputy Chief Signal and Telecommunication Engineer
(Construction), Divisional Signal and Telecommunication Engineer as the case may be ;
Wherever practicable, an Officer of the Accounts Department shall be deputed on the
Tender
Committee.
(ii) The powers that shall be exercised by the Chief Signal and Telecommunication Engineer,
Divisional Railway Manager and Divisional Signal and Telecommunication Engineer
respectively in the matters of acceptance of tenders and entering into contracts, and the
signing
of
contract
documents.

75

(iii)

The

conditions

in

regarding

to

acceptance

of

single

tenders.

Note.(i) When a single tender is received in response to a call for limited or open tenders,
the urgency of the work may be the criterion for its acceptance, provided the tendered rates
are
considered
reasonable.
(ii) 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.
10.10. Opening of Tenders.At the advertised time and place tenders received for a
contract shall be opened by the Tender Committee and, where practicable, the names of
tenderers and the rates tendered by them read out in the presence of such of the intending
contractors or their agents as may attend. Each page and correction or stipulation (if any)
of every tender shall be initialled with date by members of the Tender Committee.
10.11.

Acceptance

of

Tenders.

10.11.1.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.
10.11.2. Ordinarily the lowest 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.
10.12. 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.
10.13.

Execution

of

contract

documents.

10.13.1. The tenderer whose tender is accepted shall be required to appear at the office of
the General Manager, Chief Signal and Telecommunication Engineer, Divisional Railway
Manager or Divisional 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 seven days after notice that the contract has been a warded to
him. 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.
10.13.2. 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.
10.14.

Form

of

Contract

Documents.

10.14.1. Every contract shall be complete in respect of the documents it constitutes.

10.14.2. 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.

76

10.15.

Copies

of

Contract

documents.

10.15.1. Sufficient number of copies of the contract documents shall be available for use in
the offices of the Divisional Signal and Telecommunication Engineer and the Signal
Inspector. 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 with out the sanction of the competent authority.
10.15 .2. The executive Officers and Inspectors shall thoroughly study the contract
documents for works to be carried out and shall adhere to the provisions contained therein.
10.16.

Items

of

works

not

included

in

contract

documents.

10.16.1. The Assistant Signal and Telecommunication Engineer and the Inspector in charge
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.
10.16 .2. 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.
10.17. 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.
10.18. Issue of Departmental materials to contractors.When so specified in the contract,
cables and other signalling 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' C '
MEASUREMENTS AND MEASUREMENT BOOKS
10.19. 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
embodied
in
Para
1313
E.
10.20.

Measurement

Books.

10.20.1. Each measurement book shall have .

(i) instructions printed at the commencement,
(ii)
A

An
form

Index
of

which

measurement

book

should
is

be
attached

posted
as

Annexure

up-to-date.
'

43'.

10.20.2. Measurement books shall be issued to the Assistant Signal and Telecommunication

77

Engineer by the Divisional Signal and Telecommunication Engineer as required duly

numbered thus M. B. No................of 19 . As few books shall be issued as can conveniently
meet
the
requirements.
10.20.3. A register of measurement books shall be maintained by the Divisional Signal and
Telecommunication Engineer wherein the contents and the movement of each measurement
book
shall
be
indicated.
10.20-4. Measurement books shall be sent from one Office to another in the personal
custody
of
a
responsible
person.
10.20.5. Completed measurement books and those not in use although not completely
written up, shall if they are no longer required, be sent to the Divisional Signal and
Telecommunication
Engineer
to
be
filed
in
his
Office.
10.20.6 If a measurement book is lost, immediately the loss is discovered, the matter shall
be reported to the Divisional Signal and Telecommunication Engineer, who will obtain
sanction to write off the book from the registers of Measurement Books.
10.21

Recording

Measurements.

10-21.1. 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 '
43'
shall
be
followed.
10.20.2. 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.
10.21.3. 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.
10.21.4. 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.
10.21.5. 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.
10.21.6. 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.
10.21.7. 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 notwithstanding
such absence, be binding upon him whether or not be shall have signed the measurement
book provided hat 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.
10.21.8 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

78

measurements.
10.22

'

On

Account'

Measurements.

10.22.1 For measurements against which on account bills are prepared and which arc
subject to adjustment in final bills, the official in charge may use percentage measurements
for
the
part
the
work
completed.
10.22.2 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 in charge 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 ".
10.23 Responsibility
measurements

of

the

Assistant

Signal and
of

Telecommunication

Engineer for
works.

The Assistant Signal and Telecommunication Engineer shall be responsible for the
correctness of the measurements for all works in his charge. He shall ensure that the
measurements are made in the specified manner and shall cither record them himself or
have
them
recorded
by
the
Inspector
in
charge
of
the
work.
10.24.

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.
10.25.

Preparation

of

abstracts

in

Measurements

Books.

10-25.1. After the quantities are computed, an abstract shall be prepared in the
measurement book in the Divisional Signal and Telecommunication Engineer's Office. 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.
10.25.2. 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.
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 fulfilment 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.
10.25.3. 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 witch the results of the
work and to ensure that there will be no failure of the work for the period stipulated in the
contract.

79

10 25.4. The abstract

Telecommunication

shall

be signed

and

dated

by

the

Assistant

Signal and
Engineer.

10.25.5. Each paragraph of the measurement book to which the abstract pertains shall be
crossed in Red Ink diagonally thus.
See Abstract pages...........................
10.25 6. At the foot of each abstract the relevant bill number and date of preparation of the
bill
shall
be
entered.
10.26.

Submission

of

bills.

After the abstract is prepared in the measurement book, the bill shall be prepared in the
Divisional Signal and Telecommunication Engineer's Office on the prescribed form.
10.27 Checking of bills in Divisional Signal and Telecommunication Engineer's Office.
10.27.1. The quantities in measurement books submitted by the Assistant Signal and
Telecommunication Engineer shall be checked for arithmetical accuracy in the Divisional
Signal and Telecommunication Engineer's Office where it will be verified that(i)

the

(ii)
(iii)

description
there

the

quantities

are

of

items
no

executed

is

according

delays
are

(iv) where measurements are

measurements
is

not

according

to

in
to

the

contract

recording
sanctioned

recorded, correct
clearly

plans

reference to
given,

schedule.

measurements,
and

estimates,

the

standard
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.
10.27.2. An endorsement shall be made at the end of Assistant Signal and
Telecommunication Engineer's abstract in the measurement book under the signature of
Divisional Signal and Telecommunication Engineer giving reference to the particulars of the
bill
passed.
10 27.3. The Railway Administration may lay down a time schedule for preparation and
checking
of
bills.
10.28. Bill Registers.The Divisional 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 up-to-date and complete information with reference to agreements,
work
orders,
abstracts
in
measurement
books
and
amounts.
10.29.

Disputes

with

Contractors.

10.29.1. 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.
10.29.2. 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

80

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.
10.29.3. Inspite of all reasonable efforts to effect agreement, if the contractor refuses to
sign the final contract certificate, the final contract certificate shall be forwarded to the
Accounts Officer to tender payment. The contractor may accept payment if he wishes under
protest.
10.29.4. 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.

81

82

83

84

85

86

87

ANNEXURE '6'
(Para a.13)
1.

Proceeding

to

Site

of

Accident:

1.1. On receipt of information of the occurrence of an accident, the Signal

Inspector shall proceed by the Quickest-available means to the scene of the
accident, with staff and tools and portable control telephones and establish

88

immediate

communication

with

control.

1.2. He shall make a special note of the exact time of the accident, besides other
important details The Signal Inspector 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 Inspector 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. 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
Station Master 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 Signal Inspector 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 road ;
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
Divisional Signal and Telecommunication Engineer by the quickest possible
means.
3. Special action by Signal Inspector. The Signal Inspector shall pay special
attention
to
the
following
:
3.1. Where there is a possibility of signalling being involved, he shall record the
following details which shall be attested by officials of other Departments

89

concerned

who

are

present

at

the

site

of

the

accident

Position of levers, Station Master's Control slides, indication of various points,

track circuits, 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.
3.2. The Signal Inspector shall along with the other officials at site sea! up
affected interlocking gear such as lever frames, cabins, relay rooms, signal
location boxes etc., immediately an accident occurs in order 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 his Divisional Signal and Telecommunication Engineer
by
the
quickest
possible
means.

2.
3.
4.

3.4. After getting permission to restore signalling, every effort shall be made to
complete the restoration as expeditious as possible.
ANNEXURE '7'
(Para
3.17)
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

5.

(i)
Intensive;
(ii)
Essentially
intermittent;
(iii)
Excluded;
and
(iv) 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
normallv .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

90

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
:

6.

(i)
Staff
employed
in
a
confidential
capacity
;
(ii) Armed guards or other personnel subject to discipline similar to that of the
armed
police
forces
;
(iii) Staff of Railway Schools imparting technical training or academic education ;
(iv)
Staff
classified
as
supervisory
;
and
(v) Such categories of staff of Health and Medical Department as may be
specified by the prescribed authority.
3. 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 asunder :

Statutory
limit
employment

of

hours

of

Rostered hours of duty

(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.

(i) The hours of work shall consist of

standard hours of duty as under(a) 42 hours a week in case of Intensive
workers,
(b) 48 hours a week in case of
Continuous Workers
(c) 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) 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.

(ii) 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) 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) 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

(d) The staff treated as excluded shall

have no limitation of hours of
employment and there is no statutory
provision for their periodic rest.

91

92

93

ANNEXURE ' 11 '

(Para 4.1.6)
(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 reappropriation but reappropriations, from one grant to
another are not permissible. Under Grant No. 16 no reappropriation of funds is permissible
between Capital. Railway Funds and Revenue even though reappropriation 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 reappropriation but no
reappropriation is permissible from one grant to another from " Charged " heads to " Voted
"
heads
or
Vice
Versa.
(Para
376)
(2) Powers of Railway Administrations.No reappropriation 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 reappropriation is permissible between the Capital Railway
funds
and
revenue.
The
reappropriations.
(Para
377)
(i) to and from the provision for the following plan heads under Grant No. 16 :

94

(a)
(b)
(c)
(d)
(e)
(f)
(g)

New

Lines
Gauge
Electrification

Staff
Amenities
Passenger

Track
quarters
for
Amenities

,
staff
and

}
}
other

renewals
Staff
Staff
Railway

(Construction);
Conversion;
Projects;
;
Welfare
Works.
Welfare
Works.
Users'
amenities.

(ii) to and from the provision for " Payments to other Railways " in Grant No. 9, and ;
(iii) 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 Grantfor " Interest
on debt and other obligations and reduction or avoidance of debt " is distributed under the
following
units
of
reappropriations,
viz.,
(i)
State
Provident
Funds
;
(ii)
Railway
Staff
Benefit
Fund
;
(iii)
Eastern
Group
Sleeper
Control
Provident
Fund
;
(iv)
Indian
Railways
Conference
Association
Employee's
Provident
Fund
;
(v)
Depreciation
Reserve
Fund,
Railways
;
(vi)
Revenue
Reserve
Fund
;
(vii)
Railway
Development
Fund
;
(viii)
Accident
Compensation,
Safety
and
Passenger
Amenities
Fund,
and
(ix) Pension Fund.
No reappropriation is permissible from one unit to another.
(4) Other reappropriations may be sanctioned by the Railway Administrations but no
reappropriations are permissible after the close of the financial year i. e., 31st March.
The reappropriations 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 reappropriations. 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
reappropriation 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)
ANNEXURE ' 12'
(Para 4.1.7)
(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).

95

ANNEXURE ' 12'

(Para 4.1.7)

(1) (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).
(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 proscribed 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).

96

ANNEXURE '14'
(Para 4.4.1)
(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)

97

Revenue
Works

Demands
Demand

16

2
..

to
..

15
..

..
..

..
..

..
..

..

..

1st

December.

..

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)
(ii)

Ordinary

Working

Expenses
Works

and

(Para

312).

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

98

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.
(2) ANNEXURE
'
15
'
(Para 4.5)
(3) 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 mamed
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

99

100

ANNEXURE ' 17 '

(Para 4.7)
(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

101

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 authorization 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 reappropriation or is not empowered to sanction a reappropriation therefor,
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 reappropriation
shall be sent to the Accounts Officer concerned by the authority issuing the order or
sanctioning
the
reappropriation.
(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

102

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. Not withstanding 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 L (submitted to the Railway Board, as soon as
possible. (Para 374)
ANNEXURE

'

18

'

(Para 4.10.1)

Revenue Allocation Registers

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)

103

ANNEXURE '19'
(Para 4.16.2)
(1)

Register

of

works

is

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 )

104

105

ANNEXURE '20'
(Para 4.12)
(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

106

(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.
.

(2)

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

107

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)

ANNEXURE '20'
(Para 4.12)
(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

108

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.
.

Note.The periods have been shown in the Pro forma for the purpose of illustration only.
14A
(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

109

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 reappropriation 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 WorksRevenue by sub-heads/Plan Heads of the Grant should be prepared monthly by
the Accounts Officer in Form No. F. 525. (Para 525)

110

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.
ANNEXURE '21'
(Para 4.14)
(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 ReportThe 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)

111

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.
Completion
work........

Report

for

the
Form E. 1706

Particulars
(Heads of
Account
and
Description
of works)

Amount of Actual
Difference
Estimate
Expenditure
(with
reference
Excess
to
authority
for
sanction)

Saving

Remarks
and
Explanations

(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 fulfils 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 sayings 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

112

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
(ii)
Amount
of
(iii)
Actual
expenditure
(iv) Brief explanation of excess or saving.

to
sanctioned
as
finally

estimate.
estimate.
booked.

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............................................ ANNEXURE-' 22 '

113

(Para

5.1.2)

Preparation of the Preliminary Works Programme

Extract from the 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 91 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

114

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 casts 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
meagre could be found by reappropriation.
ANNEXURE '22' concld.
618, The Works Programs is compiled in the following format

115

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 Programe should grouped under the following categories while
compiling
the
works
Programms.
(i)

New

(ii)

Works

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
Programme
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 showa without detailing individual works. Within each sub-group, the works are
presented
under
each
Plan
Head.
ANNEXURE
'B'
(Para 5.1.6)
Test of remuneratiteness
Extract

from

Indian

Railway

Financial

Code/Vol.

204. Test of remnnerativeness. 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 qridgs proper, the maintenance charges of the training works
also.
ANNEXURE '24'

116

(Para

5.2)

Code Rules for Estimates

Extracts

from

701.
(a)

the

Indian

Kinds
the

Railways

of

construction

Code

for

the

Estimates.
or

purchase

Engineering

All
of

Department

proposals

new

works

or

for
assets

(b) the renewals and replacements of existing works or assets chargeable to Depreciation
Fund/Development Fund or Open line WorksRevenue when estimated to cost more than
Rs. 10,000 ; or if chargeable to Revenue when estimated to cost more than Rs. 50,000.
(c) the scrapping, dismantlement or abandonment of existing works or assests ;
(d) the repairing or reconditioning, if estimated to cost more than Rs. 50,000 of existing
works or assets ;
(e)
(f)
(g)

temporary
renewals

and

and

replacements

renewals

experimental
on

worked
of

works

lines,

and
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. (1) for "New Minor Works" costing Rs. 5,000 and less, for renewals and
replacement works chargeable to Revenue costing Rs. 50,000 and less and for "
Reconditioning Works " costing Rs. 50,000 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.
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

117

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.(.1) 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.

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.-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.

118

(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 therefor 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 :
Capital1120Land Structural Eugineerong Works.1132Tunnels, 1151 and 1152
Major Bridges, 1153 and 1154 Minor Bridges, 1140Ballast and Permanent-Way (Detailed
estimate
for
one
kilometre).
1180
and
1190----General ChargesEstablishment and General ChargesOther 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

119

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 ProjectScope. -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, ate 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

120

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 :-

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,
&
c,
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 deposite 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,
&
c.
735. No work asked for by another government department should be commenced till a
detailed destimate 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

121

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
workscosting not more than Rupees two
(ii)
Other
works
costing
not
more
than
Rupees
one
(iii) Machinery and Plant costing not more than Rupees Fifty thousands.

lakhs
laks

;
;

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 o works in (b) above without the prior approval of the Railway

122

Board.

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.-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.

123

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 therefor 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 :
Capital1120Land Structural Eugineerong Works.1132Tunnels, 1151 and 1152
Major Bridges, 1153 and 1154 Minor Bridges, 1140Ballast and Permanent-Way (Detailed
estimate
for
one
kilometre).
1180
and
1190----General ChargesEstablishment and General ChargesOther 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

124

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 ProjectScope. -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, ate 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

125

out, charges at the following sliding scale shall be levied on the total of the estimate
inclusive of departmental charges :-

For
For
For
For
For
For
For

works
works
works
works
works
works
works

costing
costing
costing
costing
costing
costing
costing

over
over
over
over
over
over
over

Rs.
1,00,000
60,000
30,000
20,000
10,000
1,000
1,000

Rs
Percent
..
..
...
2%
But not more than
1,00,000 2-1/2%
But not more than
60,000
3%
But not more than
30,000
3-1/2%
But not more than
20,000
4%
But not more than
10,000
4-1/2%
Below 5 % subject to 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,
&
c,
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 deposite 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,
&
c.
735. No work asked for by another government department should be commenced till a
detailed destimate 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

126

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
workscosting not more than Rupees two
(ii)
Other
works
costing
not
more
than
Rupees
one
(iii) Machinery and Plant costing not more than Rupees Fifty thousands.

lakhs
laks

;
;

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 o 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)
(ii)

of
of

more
more

than
than

25
15

per
per

cent

over

cent

the

over

original
the

first

estimated

cost

revised

cost

(iii) of more than 10 per cent over the second and further revised estimated cost.

127

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)
(a)
(b)
(c)

To
a
in
any

item
other

portion
of
the
Railway
asset

the
of
authorised
costing

scale
Railway
Rolling
Stock
;
over
Rupees
three
a

of
line;
or
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 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 now 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.

128

(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
:
(l) 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 ho 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 materil if
it affects the speed of trains or the number of trains to be dealt with than contemplated
originally.

129

(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 per cent on the total cost of the work
(wages and materials) including the cost of land, except where a rate higher than 12-1/2
per cant 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 per cent 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.
ANNEXURE '25'
(Para 5.3.4)
Grouping of works
Extract

from

the

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

130

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 Railway Financial Code, Vol. 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 WorksRevenue, 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).
ANNEXURE
'26'
(Para 6.2)
IMPREST STORES
Extracts

from

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;

131

(1)
Stores.
No.
(2)
(3)
(4)
(5)
(6)

Class
Price

List
Brief

S.
or
description
Sanctioned

part

of
Form
1805
Number.
Stores.
Imprest.
Rate.
Value.

List
of

1806. Copies of the schedule and any subsequent modifications of it should be supplied to
the Divisional Superintendent or the 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 Inspector holding imprest stores shall maintain a numerical ledger
on Form No. S. 1817 (Annexure A-I) 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. 18,23).
Monthly Summary of Issues- "Charged OFF" Stores ClassForm No. S. 1823
Date

P.L. No.

P.L. No.

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.

132

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.
Extracts from Engineering Code
1417. Monthly Stores Returns. At the close of each month, separate returns showing
receipts, issues and balances of a items of 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 Mema 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.

133

ANNEXURE ' 26'

(Para 6.2)

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
;

134

(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
subordinate agree with the receipts in the account of another subordinate,
disagreement noticed being rectified and the subordinates concerned advised-of
correction
;

one
any
the
and

(v) that, in the ease of Imprest Accounts, the sanctioned imprest has not been exceeded
without proper authority.
ANNEXURE ' 26 '

135

ANNEXURE
(Para

'

27'
6.5)

TOOLS AND PLANT

Extracts from 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

136

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.

1457. The Permanent Way and other Engineering Supervisors should not retain in their
hands any tools in excess of the number allowed in their scale. Should additional articles
come into stock from any stores, the order of the Divisional Officer should be obtained

137

ANNEXURE
(Para

'

27'
6.5)

TOOLS AND PLANT

Extracts from 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.

1457. The Permanent Way and other Engineering Supervisors should not retain in their
hands any tools in excess of the number allowed in their scale. Should additional articles
come into stock from any stores, the order of the Divisional Officer should be obtained
through the Assistant Engineer for their disposal. If replacement of worn out, damaged or

138

lost articles is required a requisition for the articles required should be submitted to the
Divisional Office with an explanation of the Circumstances in which the replacement is
applied for. The Divisional Officer will after satisfying himself so as to the correctness of the
explanation, approve the requisition and pass orders for the disposal of worn outer
damaged tools and for the recovery or write-off of the cost of lost tools.
The tools and plant register received the Divisional Office should be checked completely as
regards arithmetical accuracy. The correctness of all items of receipts and issues should
also be completely checked with relevant Issue Notes, Advice Notes , sanctions or writesoff, etc., and the discrepancies taken up. The registers should then be put up for the
information of the Divisional Engineer who will, if he considers necessary, order any
redistribution, of the tools.

ANNEXURE ' 28 '

(Para

6.7)

Guidelines for preparation of Indents

A consolidated indent for the supply of uniforms for all the eligible sanctioned staff shall be
prepared by the Divisional Signal and Telecommunication Engineer and submitted to the
Controller of Stores 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 Controller of Stores.
(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.
ANNEXURE ' 29 '

139

Para

6.14

MATERIALS AT-SHE ACCOUNT

Extracts from the Engineering Code
1441. Daily Record.-The estimated value of works for which accounts are kept by suchheads 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.

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 subhead 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 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 subheads 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 Materis-at-site account return
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.

140

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 mema 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 mema.
(e) The arithmetical accuracy of the returns should be checked.
ANNEXURE '29'

ANNEXURE'29"
Para 6.14

141

1448. Acconntal 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 heed 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.
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 ReturnAt 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.

142

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.

143

ANNEXURE

'30'

ANNEXURE ' 31 '

Para

6.16

RETURNED STORES
Extracts from 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
Controller of Stores 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,

144

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 :

ANNEXURE ' 31'

Para 6.16
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. 1005). 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.

145

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
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.
ANNEXURE '32'

146

ANNEXURE '32'

147

ANNEXURE '32'

148

ANNEXURE '32'

149

ANNEXURE '33'
Para 6.22
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

150

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
Inspector.
(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, patrol, 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 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.
ANNEXURE '34'

151

ANNEXURE '35'

152

ANNEXURE '36'

153

ANNEXURE ' 37'

Para9.7.1(iv)

154

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-incharge 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
despatch a telegram 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 Railways Act,
1890
(IX
of
1890),
is
sent
herewith/not
required.
5. The following documents @ are enclosed :
I.
Temporary
Works
:
(a)
Description
of
proposed
works.
(b)
Drawing
of
temporary
works.
(c)
List
of
infringement
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 a Railway.
II.

Permanent

Works

(a)
Description
of
proposed
works.
(b)
Drawing
of
permanent
works.
(c)
List
of
infringement
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 a Railway.

155

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 up to 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 temporary or permanent work, as the case may be)
Yours

faithfully

Signature.................
Designation.............
Dated...................
No...........................
From
The Commissioner of Railway Safety,
........................................................
Sir,
Your No..................................................................
Sanction is accorded to the above work being carried out. % 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.
% 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.

.................................................
Commissioner of Railway Safety
*Here enter the name of work and mention whether permanent or temporary.
**Form
of
telegram
:
"
Reference
sanction
No.................dated............................work
open
at
for
public
traffic
on........................First train to pass......................No danger to public. Certificate
signed."
@ If any of the documents 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
of
"
NIL
".
% Strike out paragraph not applicable.

156

ANNEXURE

'38'

157

158

ANNEXURE '39'
Para 9.9.2(i)
AMINABAD - BISHANPUR RAILWAY

159

160

ANNEXURE '41'

161

ANNEXURE ' 43'

Para

to.20.1

(ii)

and

10.21.1

INSTRUCTIONS FOR SECURING MEASUREMENTS

1. The measurement book is the basis of all accounts of quantities of work done by contract
and shall be so kepi 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 ate 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 arc 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-m-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 Divisional Signal and Telecommunication Engineer's Office for
record
shall
be
insisted
upon.
6. Whenever an Assistant Signal and Telecommunication Engineer is required to submit his
measurement book to the Divisional Signal and Telecommunication 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

2. For previous on

account
account

bill

contract

certificate

see page...................of measurement

No.
Book

No.

162

3.

Name

4.

Situation

5.

Agency

6.

Reference

to

which
Agreement

executed.
work

order.
commenced.

Date
Date

work.
work

of

Date

8.

work.

of

by

7.

9.

of

completed.
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.

163

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
INDIAN RAILWAYS
SIGNAL ENGINEERING MANUAL
PART-II
SEPTEMBER-2001

FOREWARD
1. Indian Railways are committed to provide safe and efficient transportation
system. In this context, Railway Signalling sub-systems promote safety, enhance
line capacity and improve flexibility of the operations of the Railways. For meeting
this commitment and to provide the designed safety, the need for adoption all over
the Indian Railways of the standard practices and instructions for installation and
maintenance of signalling sub-systems of types is thus of vital importance.
2. Considerable experience has been gained in the installation, operation and
maintenance of signalling assets. Technological upgradation has also been
continuously taking place. Since 1955 and particularly from 80s the strategy and
practices of installation of Signalling sub-systems of types have gone through
fundamental change from departmental execution to departmental supervision and
execution by contracted agencies. In respect of maintenance philosophy, the thrust
for intensive and predictive maintenance and optional/efficient use of the integrated
blocks has been given. These developments have been reflected while preparing
SEM Part-ll. The policy and special instruction issued during these decades have
been appropriately incorporated in SEM-Part II comprising of 12 chapters.
3. SEM-Part II is the result of the efforts put in by a number of S&T engineers of the
Indian Railways. I hope this will serve as a useful guide and compendium of
instructions to all the officers and staff of the Signalling & Telecommunication Deptt.
and will help them to develop better know-how of the prevalent system in respect of
installation, maintenance and operation and thereby improve the reliability of the
Signalling system.
New Delhi
Chidambaram)
September, 2001
(Electrical)

(N.K.
Member
Railway

Board

PREFACE

164

First Edition of Indian Railway Signal Engineering

January, 1955. IRSEM had 22 chapters covering
requirements and instructions for installation
Systems/Equipment and Organisation Structure of
Department.

Manual (IRSEM) was issued in

the requirements of signalling,
& maintenance of Signalling
Signalling & Telecommunication

With the technological upgradation and developments, the review of Jan.'55 Manual
became necessary which was undertaken by Sh. CM. Joseph, CSTE (Retired) in 1980
and later by a committee headed by Sh. S. Narasimhan, OSD/Signal Engineering
manual (CSTE/Southern Railway). It was then decided to publish SEM in two parts.
SEM-Part I containing 10 chapters and covering requirements of Signalling,
organisation structure of S&T and matters connected with Budgeting, Planning etc.
had been issued in Jan. 1988.
The work on Signal Engineering Manual (SEM) Part II was subsequently undertaken.
SEM-Part II caters to the requirements and instructions of installation, operation and
maintenance of the Signalling subsystems and equipments of types. The
technological development in the form of Block Proving by Axle-Counter, Integrated
Power Supply Arrangement for Signalling, Axle Counters, Relay and Electronic
Interlocking besides the special practices and instructions for the installation of the
Signalling System in 25 KV AC traction area have been appropriately covered.
Specific chapter has also been made for Level Crossings. The Manual also
incorporates the various technical policies, letters/circulars issued by the Board
during this time to meet the changing needs of Reliability, Availability,
Maintainability & Safety (RAMS) of the Signalling Sub-system. In respect of subjects
like Traffic Management System (TMS), Automatic Trains Protection (ATP), ATO &
ATC and OFC based Signalling which are likely to be brought into use on the Indian
Railways in the near future, the instructions would be drawn based on the
experience of the adoption of these technologies and if necessary, associating
consultants/experts on the subject.
The evolution of each of the 12 chapters of SEM Part II passed through the stages of
drafting and examination by Expert Committees involving RDSO and the Railways.
Their detailed deliberations and discussions by the Signal Standards Committees
were thoroughly scrutinised at the Board's level.
In as much as the common measure of agreement amongst the Railways in regard
to the maintenance schedules, their periodicity, the format and registers of recording
of checks, tests, measurements and the operating conditions obtaining on the
Railways, the basis have been standardised, subject, of course to the conditions that
the Chief Signal and Telecom Engineer of the Railway may, where considered
essential, authorise deviations to the prescribed practices and the procedures to the
extent necessary.
It will be appreciated, that in a manual of this nature, it may not be feasible to
include material to cover each and every contingency that may arise in the course of
installation, working and maintenance of signalling installations, though efforts have
not been spared to make it as comprehensive as possible. In the event of any
contingency that might arise requiring supplementing what is contained in this
Manual so as to suit the conditions on a particular Railway, the Chief Signal &
Telecom Engineer of the Railway may issue necessary instructions for the purpose.
Copy of such instructions may be docketed to Railways, RDSO as well for their
benefit and record. However, the provisions in this Manual, the Codes/ Manuals
issued by various authorities, the General and Subsidiary rules and any other
statutory regulation in force shall not be contravened.

165

The finalisation of SEM-Part II has been a stupendous task. It has been addressed
through the efforts put in by a number of Senior Officers as well as staff of the
Railways, RDSO and Railway Board. No amount of words of appreciation and
gratitude to them will be adequate for the purpose.
It is sincerely hoped that the Manual would serve the needs for which it has been
made.

New Delhi
Gambhir)
September, 2001
(Signal)

(M. L.
Adviser
Railway Board

166

CONTENTS.
CHAPTER-XI
DUTIES OF MAINTAINERS
Para No.
Description
11.1 A. Technical Duties of Signal Maintainers
11.2 The duties of Signal Maintainer
11.3 Locking of Interlocking Frames and Interlocking Circuits
11.4 Maintenance Programs Disconnection of apparatus
11.5 Failures
11.6 Accidents
B. GENERAL DUTIES OF MAINTAINERS
11.7 Knowledge of Rules and Instructions
11.8 Staff under maintainer
11.9 Maintenance of Muster Sheets etc
11.1 Materials and Tools and Plant
11.11 Co-operation between Electrical and Mechanical Signal Maintainers
Annexure 1 Maintainer's report
Annexure 2 Disconnection Notice
Annexure 3 Situations in which disconnection Notice need not be issued provided
suitable precautions are taken
Annexure 4 Competency certificate cum training history book.
CHAPTER-XII
DETAILED INSTRUCTIONS FOR INSTALLATION & MAINTENANCE OF MECHANICAL
SIGNALLING EQUIPMENT
.
INSTALLATION
SECTION 'A' CABINS
.
SECTION 'B' - LEVER FRAME
12.1 Cabins
12.2 Conformity to drawing and specifications
12.3 Marking of parts
12.4 Assembling mechanical locking
12.5 Checking of components
12.6 Erection
12.7 Subsequent additions and alterations
12.8 Information to the Divisional Signal & Telecommunication Engineer
.
SECTION 'C - LEAD OUTS (RODDING)
12.9 Type
12.1 Arrangement of Accommodating Cranks
12.11 Down rods
12.12 Rod connections to accommodating cranks
12.13 Crank fastening bolts
12.14 Movement of lead off cranks
12.15 Use of high cranks
12.16 Rod run on curves
.
SECTION 'D' - POINT RODDING AND FITTINGS
12.17 Point Rodding
12.18 Alignment
12.19 Distance from the centre of track
12.20 Branching Off
12.21 Rodding running under track
12.22 Fixing Roller Standard
12.23 Spacing of rollers
12.24 Location of cranks, compensators, couplings & lug eyes

167

12.25
12.26
12.27
12.28
12.29
12.30
12.31
12.32
12.33
12.34
12.35
12.36
12.37
12.38
12.39
.
12.40
12.41
12.42
.
.
12.43
12.44
12.45
12.46
12.47
.
12.48
12.49
.
.
12.50
.
12.51
12.52
12.53
.
12.54
12.55
12.56
12.57
12.58
12.59
12.60
12.61
12.62
12.63
12.64
.
12.65
12.66
12.67
12.68
.
12.69
12.70
12.71

Offsets in roddings
Offset in cranks and compensators
Fixing Trestles of Point Rod Rollers
Fixing Trestles foundations
Provision of compensators
Fixing cranks and compensators
Joints for connections to cranks and compensators
Joints for branching off
Location of screw joint
Point adjusting screws
Adjustable cranks
Bolts, Nuts, Washers & Pins
Washers
Coach screws
Reaming of pin holes
SECTION 'E' - POINTS
Essential requirements before interlocking
Adjustment of Point Switches
Permissible Distances
SECTION 'F' - FACING POINT LOCKS, SWITCH & LOCK
MOVEMENTS AND SPRING POINT LEVERS - SELF REVERSING
Layout
Notches
Facing Point Lock-plunger type
Obstruction Test
Switch & lock layouts
SECTION 'G' - LOCK BARS
Length
Adjustment
SECTION 'H' - POINT, TRAP AND SHUNTING PERMITTED
INDICATORS
Type, Provision, Placing and Indication
SECTION 'I' - LOCATION OF SIGNALS
Deviation to SOD
special instructions
Inspection by a Signal sighting committee
SECTION 'J' - SIGNALS AND FITTINGS
Signal arms and its fittings
Slotting
Shunt Signals
Balance Levers
Back Lights
Lopping of trees obstructing visibility
Artificial backgrounds
Posts
Deck Boards
Provision of Signal Dubbers and Kerosene
Cleaning of Signal roundels and lamp lenses
SECTION 'K' - DETECTORS
Fitting and placing
Wire connections and adjustment
Signal Slide Notches
Obstruction tests
SECTION 'L' - SIGNAL WIRE RUN (SINGLE WIRE)
Spacing of pulleys
Sharp Diversions
Wire runs under track

168

12.72 Wire runs under level crossings

12.73 Wire runs on curves
12.74 Leading away wire from a main run
12.75 Bridge stakes
12.76 Wire crossing
12.77 Signal wires
.
SECTION 'M' - PULLEY STAKES AND PULLEYS
12.78 Fixture and alignment
12.79 Fastening pulley brackets
12.80 Maximum spacing between the pulley stakes
12.81 Alignment of Pulley stakes
.
SECTION 'N' WIRE JOINTS AND SPLIT LINKS
12.82 Wire Joints
12.83 Split links
.
SECTION 'O' - WIRE ROPE
12.84 Galvanized wire rope
12.85 Wire rope round wheels
12.86 Wire rope on cabin wire adjusters
12.87 Precautions in cutting
12.88 Lubrication
.
SECTION 'P' - WIRE ADJUSTING APPARATUS (SINGLE WIRE)
12.89 Wire adjusting screw
12.90 Cabin Wire Adjuster
12.91 Additional adjusting screws
.
SECTION 'Q' - FOUNDATIONS (SINGLE WIRE)
12.92 Foundations generally
12.93 Foundations for cranks and compensators
12.94 Foundations for wheels, detectors, point indicators and dwarf signals ..
12.95 Fixture of cranks, wheels, detectors, point indicators and dwarf signals to
foundations
12.96 Foundations for signals
12.97 Pits for foundation adjacent to tracks
12.98 Concrete foundations
.
SECTION 'R' - DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES AND
LEAD OUTS
12.99 Type
12.100 Double wire levers
12.101 Size of Drums
12.102 Erection
12.103 Levers for operating Points, locks, detectors and signals
12.104 Clutch lever-adjustment of clutch
12.105 Clutch Resetting Lever
12.106 Wire crosses
12.107 Double wire operation from single wire lever
12.108 Compensators
12.109 Application
12.110 Installation
12.111 Pulleys & Stakes
12.112 Fixture and alignment of stakes
12.113 Running out wire
.
DIVERSIONS IN TRANSMISSIONS
12.114 Use of wire pulleys
12.115 Use of wheel with wire rope
12.116 Wheel Guides
12.117 Length of rope and spacing of joints at diversions
.
WHEEL BASE
12.118 Fixing Wheels and Wheel Base foundations

169

.
JOINTS
12.119 Type and location
12.120 Disconnecting Link
.
ADJUSTING SCREWS
12.121 Provision
12.122 Minimum Spacing
12.123 Opening
.
POINT, LOCK AND SIGNAL MECHANISMS
12.124 Type
12.125 Installation of mechanisms
12.126 Size of Wire
.
DETECTORS
12.127 Fitting of detectors to Points
12.128 Connections
12.129 Number and spacing
12.130 Size of wire
12.131 Adjustment
12.132 Protecting Covers
.
SECTION 'S' - PAINTING
12.133 Equipment to be painted
12.134 Colouring Scheme
12.135 Interval of Painting
12.136 Record of Painting
.
GENERAL INSTRUCTIONS
12.137 Stores
12.138 Mixing of Paints
12.139 Painting of steel works
12.140 Enamel Signal Arms
12.141 Numbering of Points and Signals
12.142 Dates of Painting
.
MAINTENANCE
.
SECTION 'A'- CABINS.
12.143 Cabins-cleanliness, repair and fittings
12.144 (Left blank Intentionally)
.
SECTION 'B' - LEVER FRAME
12.145 Responsibility
12.146 Instructions for maintainers
12.147 Instructions for Junior Engineer (Signal)
.
SECTION 'C - LEAD OUTS (RODDING)
12.148 to 12.149
Lead outs
.
SECTION 'D' - POINT RODDING AND FITTINGS
12.150 Examination
12.151 Alignment
12.152 Rollers
12.153 Roller foundations
.
SECTION 'E' - CRANKS, COMPENSATORS, SCREWS, BOLTS, NUTS, PINS AND
COTTERS
12.154 Examination
12.155 Replacement of cracked or broken parts
12.156 Cleaning of oil holes
12.157 Screws, bolts and nuts
12.158 Adjusting Screws
12.159 Pins
12.160 Keys and Cotters
.
SECTION 'F' - POINTS
12.161 Visual inspection
12.162 Responsibility of SSE/SE/JE (P-Way) & SSE/SE/JE (Signal)

170

12.163 Damaged switches and packing of sleepers

12.164 Testing and adjustment
.
SECTION 'G' - FACING POINT LOCKS, SWTICH & LOCK MOVE-MENTS AND
SPRING POINT LEVERS - SELF REVERSING
12.165 Facing point locks
12.166 Switch & Lock Movement
12.167 Loose or cracked parts
12.168 Cross Slides ..
12.169 Testing Switch and Lock movements and facing point locks
.
SECTION 'H' - LOCK BARS
12.170 General
12.171 Testing Lock Bars
.
SECTION 'I' - DETECTORS
12.172 Detector examination and lubrication
12.173 Detector notches
12.174 Cleaning of detector shoes and angle slides
12.175 Testing detectors
12.176 Replacement of cracked or broken parts
.
SECTION 'J' - SIGNAL WIRE RUN (SINGLE WIRE)
12.177 Alignment
12.178 Wires generally
12.179 Wires under track
.
SECTION 'K' - PULLEY STAKES AND PULLEYS
12.180 Pulleys and Pulley stakes
.
SECTION 'L' - ELECTRICAL REPEATERS AND SIGNAL LAMPS
12.181 Periodical inspection by JE/SE (Signal)
12.182 Examination and replacement of Signal & Indicator lamps
.
SECTION 'M' DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES
AND LEAD OUTS
12.183 Transmissions Generally
12.184 Maintenance of Compensators
12.185 Testing Point, Lock, Detector and Signal Levers
12.186 Broken wire lock
12.187 Broken wire tests
12.188 Reconnection or repairs after wire breakage
12.189 Responsibility and Periodicity of Broken Wire Tests
12.190 Wire stretch on newly laid Double Wire transmission
.
SECTION 'N' - PAINTING
.
SECTION '0' - MAINTENANCE SCHEDULES
Annexure 5 Essential Requirements before interlocking of a point
Annexure 6 Colouring scheme
Annexure 7 Maintenance schedule for mechanical signalling
CHAPTER-XIII
OVERHAULING
AND
TESTING
OF
INTERLOCKINGS
(MECHANICAL,
ELECTROMECHANICAL AND RELAY INTERLOCKING)
.
GENERAL REQUIREMENTS
13.1 Interlocking Frames
13.2 System and Equipment Testing
.
SECTION 'A' OVERHAULING OF INTERLOCKING FRAMES, INTERLOCKING KEY
BOXES AND STATION MASTER'S SLIDE CONTROL FRAMES
13.3 Periodicity
13.4 Programme of overhauling
13.5 Requirement of materials for overhauling
13.6 Interlocking Frame
13.7 Detailed Instructions for Overhauling
13.8 Resumption of normal working
13.9 Overhauling of Interlocking Key Boxes

171

13.10 Overhauling of Station Master's Slide Control Frame

13.11 Certificate of Overhauling
.
SECTION 'B' TESTING OF INTERLOCKING FRAMES, INTER- LOCKING KEY
BOXES AND STATION MASTER'S SLIDE CONTROL FRAMES
13.12 Periodicity
13.13 Programme of Testing
13.14 Essential requirements of Locking to be tested
13.15 Methods of testing
13.16 Testing by the Supervisory SSE/SE/JE (Signal)
13.17 Testing by the Divisional/Assistant Signal and Telecommunication Engineer
13.18 Instructions for testing
13.19 Test Charts
13.20 Lost Motion Test
13.21 Certificate of testing locking
.
SECTION 'C' RECORDS
13.22 Records of testing and overhauling
13.23 Date of last overhauling and testing
.
SECTION 'D' TESTING AND OVERHAULING OF ELECTRO- MECHANICAL
INSTALLATIONS
13.24 Mechanical Locking
13.25 Electrical Locking
13.26 Testing and overhauling of Electrical Locking
13.27 Testing of other electrical equipments
13.28 Date of last overhauling and testing
13.29 Certificate of overhauling
.
SECTION 'E' TESTING OF ELECTRICAL SIGNALLING CIRCUITS
13.30 General
13.31 to 3.32 Test Procedures
13.33 Testing Instruments
13.34 Physical inspection of the installation
13.35 Checking of the wiring
13.36 Test of individual circuits
13.37 Testing of individual apparatus
13.38 System Testing of Installation
13.39 Typical testing Procedure for Panel Interlocking/Route Relay Interlocking
Installations
13.40 Periodicity of tests
13.41 Precautions during testing
Annexure 8 Certificate of overhauling interlocking frames
Annexure 9 Certificate of testing locking
CHAPTER-XIV
LEVEL CROSSING
14.1 General
14.1.1 Classification of level crossings
14.1.2 Gates
14.1.2.1
Non-interlocked gates
14.1.2.2
Interlocked gates
14.1.2.3
Engineering gates
14.1.2.4
Traffic gates
14.1.3 Normal position of gates
14.1.4 to 14.1.7
Equipment at level crossing
14.1.8 Interlocking
14.1.9 Communication
14.1.10
Approach warning
14.2 Installation
.
(A) Instructions applicable to both mechanical and electrical lifting barriers
.
(B) Mechanical lifting barriers

172

.
(C) Electric lifting barrier
14.3 Maintenance
14.3.1 Mechanical lifting barriers
14.3.2 Electric lifting barrier
Annexure 10 Safety measures to be provided at Level Crossings
Annexure 11 Maintenance schedule of Level Crossing
CHAPTER-XV
CABLES
15.1 General
.
Part I Cables
.
SECTION 'A' - REQUIREMENTS
15.2 Types of cables
15.3 Planning
15.4 Laying cable above ground
15.5 Cable laid underground
15.6 Laying of cable in ducts
15.7 Laying of different type of cable in same duct
15.8 Laying of other department cable
15.9 Storing & transportation of cable
.
SECTION 'B' INSTALLATION
15.1 Paying out & testing the cable
15.11 to 15.13
Laying
15.14 Cable crossing
15.15 Cable markers
15.16 Precaution to be taken while carrying the cable
15.17 Excavation of trenches
15.18 Back filling of the trench
15.19 Earth of the trench
15.2 Laying near to sleeper
15.21 Cable Joints
15.22 Supervision of cable laying
.
SECTION 'C' MAINTENANCE
15.23 Testing of cables
15.24 Earth leakage detectors
15.25 Cable termination devices
15.26 Excavation in the vicinity of underground signalling cable
15.27 Inspection of protective work
.
Part II Overhead Lines
Annexure 12 Instruction for insulation resistance testing of signalling cable
Annexure13 (Left blank intentionally)
CHAPTER-XVI
POWER SUPPLY ARRANGEMENTS
16.1 General
16.2 Sources of Power Supply
16.3 Distribution of Power Supply
16.4 Power Supply Equipment
16.5 Installation of Primary Cells
16.6 Installation of Secondary Cells
16.7 Installation of Power Supply Equipment
16.8 Installation of DG Set
16.9 Maintenance of Primary Cells
16.1 Maintenance of Secondary Cells
16.11 Maintenance of Power Supply Equipment
16.12 Maintenance of DG Set
Annexure 14 Fuel consumption logbook
Annexure 15 Installation and maintenance instructions for self regulating battery
charger as per IRS : S 86-2000

173

Annexure 16 Secondary battery history card

Annexure 17 (Left blank intentionally)
CHAPTER-XVII
TRACK CIRCUITS AND AXLE COUNTERS
.
I. TRACK CIRCUITS
.
A. REQUIREMENTS
17.1 Types of Track Circuits
17.2 Minimum Length
17.3 Series connection of tracks
17.4 Track relays
17.5 Permanent way requirements of track circuits
.
B. INSTALLATION
17.6 Location of track relays
17.7 Loading of track relay contacts
17.8 Jumper connections
17.9 Lead Wires
17.10 Bond Wires and Rope Wires
17.11 Track Circuit Termination
17.12 Cut Section (fed over) arrangement of Track Circuits
17.13 Insulated Rail Joints
17.14 Track Indicators
17.15 DC Track Circuits
17.16 AC 50Hz/ 83.33 Hz Track Circuits
17.17 AC 50 Hz Track Circuits with Vane type Relays
17.18 AC 50Hz/ 83 -1 Hz Track Circuits with Motor type Relays
17.19 Audio frequency Track Circuits
17.20 High Voltage Impulse Track Circuits
C. MAINTENANCE
17.21 General
17.22 Track Relays
17.23 Insulated Rail Joints
17.24 Detection of faulty insulated joint
17.25 Stretcher Bars and Point Rodding Connections
17.26 Bond Wires/Rope Wires
17.27 Jumper Connections
17.28 Ballast
17.29 Drainage
17.30 Joint Inspection of Track by S&T and Permanent Way Inspector
17.31 Train Shunt
17.32 Track Circuit Test Record Card
17.33 Track Batteries/Track Feed Apparatus
17.34 Limiting Reactance of AC track circuit
17.35 Measurement of Phase Angle of AC track circuit
17.36 Raking out of cinders
17.37 Rusty Rails
.
II AXLE COUNTERS
.
A. REQUIREMENTS
17.38 to 17.42
Composition, application
.
B. INSTALLATION
17.43 Installation of track devices and trolley protection track circuit
17.44 to 17.47
Resetting of axle counter
17.48 Protection for axle counter block working
17.49 Fixing of double rail mounted track device
.
C. MAINTENANCE
17.50 to 17.53
Maintenance instructions and practices
Annexure 18 Centralization of DC shelf type track relays
Annexure19 Track circuit test record card

174

Annexure 20 Track circuit test card

Annexure 21 Maintenance card - Jeumont track circuit
Annexure 22 Maintenance Instructions for Axle Counter
Annexure 23 (Left blank Intentionally'
CHAPTER-XVIII
BLOCK INSTRUMENTS
.
INSTALLATION
.
SECTION 'A' - GENERAL
18.1 Fixture
18.2 Painting
18.3 Transmission Media and other wires
18.4 Block instruments distinction of
18.5 Protective meanures against power line parallelism
18.6 Earth
.
SECTION 'B' - SINGAL LINE TOKEN INSTRUMENTS
18.7 to 18.9 Installation
18.10 to 18.3 Tests to be conducted after installation and before commissioning
.
SECTION 'C' - DOUBLE LINE BLOCK INSTRUMENTS
18.14 Relays
18.15 Block Release
18.16 to 18.20
Tests to be conducted at the time of installation
.
SECTION 'D' SINGLE LINE TOKENLESS BLOCK INSTRUMENT
18.21 Mounting of instrument
18.22 Checks required before installation of instrument
18.23 Issulation Resistance
18.24 Block Release
18.25 to 18.30
Testing of Single Line Tokenless Bleck Block Instruments
.
MAINTENANCE
.
SECTION 'E' TOKEN INSTRUMENTS - GENERAL
18.31 Register of block Instruments
18.32 Censuse of Tokens
18.33 Damaged Tokens
18.34 to 18.36
Lost Tokens
18.37 Balancing Token
18.38 Token pouches
18.39 Responsibility of the Operating Staff
18.40 Importance of bell signals
.
SECTION 'F' - BLOCK INSTRUMENTS & THEIR ANCILLARY APPARATUS
GENERAL INSTRUCTIONS MAINTENANCE
18.41 Maintenance Check
18.42 Overhauling of Block Instruments
18.43 to 18.46
Block Earths
.
SECTION 'G' - MAINTENANCE - DETAILED INSTRUCTIONS
18.47 to 18.54
Token Instruments
18.55 to 18.56
Double Line Block Instruments
.
SECTION 'H' - MAINTENANCE SCHEDULE
18.57 Maintenance Schedule for Block Instruments
.
SECTION 'I' - AXLE COUNTER BLOCK INSTRUMENTS
18.58 Maintenance of Axle Counter Block Instrument
.
SECTION 'J' - SOLID STATE BLOCK SYSTEM
18.59 Maintenance of Solid State Block System
Annexure 24 Painting Scheme-Block Signalling Equipment
Annexure 25 Format for recording particulars of lost token
Annexure 26 Token Balance Book Format
Annexure 27 Method of finding out the resistance of an earth
Annexure 28 Schedule of Maintenance for Block Instrument
CHAPTER-XIX

175

DETAILED INSTRUCTIONS FOR INSTALLATION & MAINTENANCE OF ELECTRICAL

SIGNALLING EQUIPMENT
.
SECTION 'A' - GENERAL INSTRUCTIONS FOR PROPER USE OF TOOLS
19.1 to 19.3 General Instructions
19.4 Soldering Connections
19.5 Wire Termination
.
SECTION 'B' - COLOUR LIGHT SIGNALS INSTALLATION
19.6 Type
19.7 Visibility
19.8 Location
19.9 Mounting and Fixtures
19.10 Alignment
19.11 Focussing
19.12 Hoods and Back Screens
19.13 Cables
19.14 Gaskets and Sealing
19.15 Locking
.
SECTION 'C - ELECTRIC SIGNAL MACHINES
19.16 Type
INSTALLATION
19.17 to 19.18
Installation
19.19 Testing
19.20 Locking
.
SECTION 'D' - ELECTRICALLY LIT SEMAPHORE SIGNALS
19.21 to 19.23
Installation
.
SECTION 'E' - ELECTRIC SIGNAL REVERSERS
......
19.24 Type
19.25 Fixing
19.26 Locking
19.27 Installation
.
SECTION 'F' - ELECTRIC POINT MACHINES REQUIREMENTS
19.28 to 19.33
Installation
19.34 Initial adjustment of Point Machine
19.35 Adjustment of Driving Rod
19.36 Adjustment of detector contacts
19.37 Adjustment of friction clutch
19.38 Obstruction Test
SECTION 'G' - ELECTRICAL DETECTOR
19.39 to 19.46
Installation
19.47 Circuit Controller
SECTION 'H' - RELAYS REQUIREMENTS
19.48 Type
19.49 Flasher
19.5 Storage
19.51 Protection
19.52. Transportation
.
INSTALLATION
19.53 to 19.58
Location
19.59 Code Pin Configuration
19.60 Relay Clip
19.61 Relay Index Board
19.62 Cross protection and double cutting
19.63 Contact Chart
19.64 Sealing of Plug-in Relays
.
SECTION 'I' - STATION MASTER'S SLIDE CONTROL FRAMES ..
19.65 Type
19.66 Fixing

176

19.67 Location
19.68 Mechanical Locking
19.69 Locking or sealing
.
SECTION 'J' - ELECTRIC KEY TRANSMITTER INSTALLATION
19.70 Type
19.71 Fixing
19.72 Location
19.73 Communication
19.74 Keys
19.75 Sealing
.
SECTION 'K' - ELECTRIC LEVER LOCK
19.76 to 19.78
Installation
.
SECTION 'L' - SIGNAL INDICATOR
19.79 Location
19.80 Protection
19.81 Audible Warning
19.82 Wiring
19.83 Signal Arm & Light Repeater
19.84 Colour Light Signal Indicator
19.85 to 19.86
(Left blank intentionally)
.
SECTION 'M' - FUSES
19.88 to
Fuses
.
SECTION 'N' - EARTH CONNECTIONS
19.88 to 19.91
Earth Connections
19.92 Method of obtaining Earth
19.93 Earthing Leads
19.94 to 19.101
Earth Electrode Siting
19.102 Earth Resistance
19.103 Earth Electrodes
19.104 Watering
19.105 Earth Connections
.
SECTION 'O' - PAINTING OF ELECTRICAL SIGNALUNG EQUIPMENT
19.106 Colour Scheme
19.107 Interval of Painting
.
COLOUR LIGHT SIGNALS
19.108 Cleanliness of Lenses
19.109 Replacement
19.110 Maintenance checks
.
ELECTRIC SIGNAL MACHINES
19.111 Cleanliness
19.112 Lubrication
19.113 Contacts
19.114 Commutators and Brushes
19.115 Tests
.
ELECTRICALLY LIT SEMAPHORE SIGNALS........
19.116 Maintenance
.
ELECTRIC SIGNAL REVERSERS
19.117 Maintenance
19.118 Tests
.
ELECTRIC POINT MACHINES
19.119 to 19.126
Maintenance
19.127 to 19.129
Tests
.
ELECTRIC DETECTOR
19.130 to 19.133
Maintenance
19.134 Obstruction Test
19.135 Circuit Controller
.
RELAYS

177

19.136 to 19.138
Maintenance
19.139 to 19.140
Periodical Inspection
19.141 Overhauling
.
STATION MASTER'S SLIDE CONTROL FRAMES
19.142 Maintenance
19.143 Testing and Overhauling
.
ELECTRIC KEY TRANSMITTER
19.144 Maintenance
19.145 Testing of Key Transmitter
.
ELECTRIC LEVER LOCK
19.146 Maintenance
.
SIGNAL ARM AND LIGHT INDICATORS
19.147 Maintenance
.
MAINTENANCE SCHEDULE
19.148 Schedule of Maintenance of Electrical Signalling Equipment
Annexure 29 Colour Scheme for Electrical Signal Equipment
Annexure 30 Schedule of Maintenance Electrical Signalling Equipment
CHAPTER-XX
AUTOMATIC BLOCK SIGNALLING
20.1 INSTALLATION
20.1.1 General
20.1.2 Signals
20.1.3 Level Crossings
20.1.4 Track circuits
20.1.5 Power Supply
20.1.6 Installation in 25 kv AC electrified areas
20.1.7 Installation of Cables
20.1.8 Electrical signalling arrangement
20.2 MAINTENANCE
20.2.1 to 20.2.2
Signal lamp
20.2.3 Test by SSE (Signal)
20.2.4 Failures reported vby driver
20.2.5 Track circuits ..
20.2.6 Power Supply
20.2.7
Electrical signalling arrangements
20.2.8
Cables
CHAPTER-XXI
RELAY AND ELECTRONIC INTERLOCKING
.
A RELAY INTERLOCKING
21.1 General Requirement
21.2 Control Panel
21.3 Control Panel Indication
21.4 Interlocking & circuit requirements
21.5 Route Release Circuits
21.6 Signal control circuits
21.7 Interlocking of level crossing gates
21.8 Point interlocking & control circuits
21.9 Cross protection
21.1 Relays
21.11 Signals
21.12 Points
21.13 Track circuits
21.14 Cables
21.15 Wiring & Relay racks
21.16 Fuses, terminals & Terminal links
21.17 Power supply arrangements
21.18 General

178

.
B ELECTRONIC INTERLOCKING
.
(Section left blank)
CHAPTER-XXII
SPECIAL REQUIREMENTS OF SIGNALLING IN 25KV AC ELECTRIFIED AREA
22.1 General
22.2 Signal structure
22.3 Visibility of signals
22.4 Cables and Cable Laying
22.5 Signalling and Interlocking Circuits
22.6 Line circuits
22.7 Signal feed Circuitry
22.8 Point operation and Detection
22.9 Block working
22.1 Track circuits
22.11 Power Supply
22.12 Axle counter
22.13 ATP system
22.14 Earthing
22.15 Rules for Protection of Staff working on Signal & Telecommunication
Installation Extracts of Para 20.5 of Appendix 1 of ACTM Vol. II, Part II
Annexure 31 Detailed Instructions for measurement of stray Direct Current before
installation of DC Single Rail Track Circuits
Annexure 32 Provisions of Part 'J' of Permanent Way Manual
Annexure 33 RE Drawing from 22.1 to 22.16

179

180

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XI
DUTIES OF MAINTAINERS11.1
A. Technical Duties of Signal Maintainers
11.2
The duties of Signal Maintainer
11.3
Locking of Interlocking Frames and Interlocking Circuits
11.4
Maintenance Programs Disconnection of apparatus
11.5
Failures
11.6
Accidents
. B. GENERAL DUTIES OF MAINTAINERS
11.7
Knowledge of Rules and Instructions
11.8
Staff under maintainer
11.9
Maintenance of Muster Sheets etc
11.10
Materials and Tools and Plant
11.11
Co-operation between Electrical and Mechanical Signal Maintainers
Annexure 1
Maintainer's report
Annexure 2
Disconnection Notice
Annexure 3
Situations in which disconnection Notice need not be issued
provided suitable precautions are taken
Annexure 4
Competency certificate cum training history book.

CHAPTER -XI
DUTIES OF MAINTAINERS
A. TECHNICAL DUTIES OF SIGNAL MAINTAINERS
11.1 . The duties of Signal Maintainer are detailed in various Chapters in this
Manual, the most essential being:(a) Efficient maintenance and testing of all equipment under his charge such as
Mechanical Signalling equipment, Electrical and Electronic Signalling equipment,
Telecommunication equipment, etc., so as to keep them properly adjusted and

181

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 signalling equipment includes all types of Block
Instruments.
(b) Carrying out works and alterations to the existing installations under the
instructions of the SSE/SE/JE (Signal).
(c) Bringing to the notice of the SSE/SE/JE (Signal) any emergency and
situation that may be beyond his competence or control by a message on
control phone or by a telegram or by a messenger or personally.
(d) Ensuring that the safety appliances like Safety Belts, lifting tackles and
staging, etc., are in good condition and are always made use of in order to
ensure his safety and the safety of staff working under him.
(e) Deploying men for look out duties as and when necessary.
11.2 LOCKING OF INTERLOCKING FRAMES AND INTERLOCKING CIRCUITS
11.2.1 The Signal Maintainer shall not remove the covers of interlocking frames
and midway release locks or disconnect or alter any connection in the
interlocking circuits of electrical interlocking systems except with the approval of
and in the presence of his SSE/SE/JE (Signal). Any action, which will vitiate
interlocking, shall be done only after disconnection notice has been issued and
accepted.
11.2.2 A Signal Maintainer shall, however, attend to the locking failures
promptly to permit safe passage of trains till the arrival of the SSE/SE/JE
(Signal). If the locking is jamming, efforts shall be made to release the jam, as
far as possible, by external means, such as, by tapping and oiling, without
opening the covers or making any locking disconnection. If the jam cannot be
released in this manner, he shall suspend all the signals operated or controlled
from the interlocking frame before opening the covers or disconnecting any
locking.
11.2.3 A Signal Maintainer shall also ensure that, once the signals have been
suspended as per para 11.2.2 normal working shall not be restored until the
locking has been attended to, tested and certified by the SSE/SE/JE (Signal)
and the locking trays have been closed, pad locked and sealed.
11.3 MAINTENANCE PROGRAMS
11.3.1 Each Maintainer, as far as possible, adhere to the programme laid down
for him by his SSE/SE/ JE (Signal) and shall maintain a record of his visits on
form S&T/MR (Annexure 1).
11.3.2 Signal Maintainer 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.

182

11.3.3 Each Maintainer shall maintain and test all the equipment under his
charge at least once a fortnight.
11.3.4 Each Maintainer shall submit a fortnightly report of his maintenance
rounds to his Inspector on Form S&T/MR (Annexure 1).
11.3.5 A Maintainer before leaving his Headquartered Station, shall record his
movements in the Movement Board kept at the Station Master's office.
11.4 DISCONNECTION OF APPARATUS
11.4.1 Each Maintainer shall have in his possession a book of Disconnection
Notices- Form S&T/DN (Annexure 2). A Maintainer who is in possession of a
Competency Certificate cum Training History book (Annexure 4) only shall
independently undertake works necessitating issues of Disconnection Notices.
11.4.2 Disconnection Notices need not be issued in situations as listed in
Annexure-3 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 Maintainer shall advise the Station Master on duty in writing
on Form S&T/DN (Annexure 2) and obtain the latter's signature before work is
started and after it has been completed.
11.4.3 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 inoperative until the work is completed.
11.4.4 The Maintainer must seal the equipment opened by him under his
competence.
11.5 FAILURES
11.5.1 A Maintainer shall attend to all failures in his section promptly proceeding
by the first available 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 11.4. He shall make every
endeavour to rectify the failures expeditiously and take all possible steps to
prevent recurrence. If a gear has failed on the unsafe side and the ASM has
been unable to put the relevant signal to 'ON', the Signal Maintainer shall take
steps to disconnect/disable the relevant signal and bring it to 'ON'.
11.5.2 All failures which are beyond his competence or control must be brought
to the notice of the SSE/SE/JE (Signal) incharge by a message on control phone
or by a telegram or by a messenger or personally.
11.5.3 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.
11.6 ACCIDENTS

183

On receipt of advice about any accident in his jurisdiction, the Maintainer 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.
B. GENERAL DUTIES OF MAINTAINERS
11.7 KNOWLEDGE OF RULES AND INSTRUCTIONS
11.7.1 A Maintainer 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) Safety First Book
11.7.2 A copy of those portions of each of the books mentioned in Para 11.7.1
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 time.
11.8 A Maintainer shall not permit any artisan or Class IV 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.
11.9 MAINTENANCE OF MUSTER SHEETS ETC.
11.9.1 A Maintainer shall mark his own attendance and that of his staff on the
muster sheets received from the SSE/SE/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/SE/JE (Signal) at the earliest.
11.9.2 A Maintainer shall work to the duty rosters provided and see that the
staff under him also works according to the roster.
11.10 MATERIALS AND TOOLS AND PLANT
11.10.1 A Maintainer shall, where necessary, get his requirements of materials
for maintenance and repair work from the SSE/SE/JE (Signal), giving full
particulars of station, location and the gears to be replaced. Released materials
shall be returned to the SSE/SE/JE (Signal) immediately. There shall absolutely
be no wastage of any material.
11.10.2 A Maintainer shall always take his tools with him when on duty. All tools
shall be kept in a condition fit for immediate use.
11.11 CO-OPERATION
MAINTAINERS:

BETWEEN

ELECTRICAL AND MECHANICAL SIGNAL

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11.11.1 Electrical and Mechanical Signal Maintainers shall co-operate in testing

all signals operated mechanically and controlled electrically.
11.11.2 Electrical and Mechanical Signal Maintainers shall extend full cooperation to each other in their day to day work.
FORM NO. S&T/MR
Annexure 1
Para Nos. 11.3.1 & 11.3.4
SIGNAL & TELECOMMUNICATION DEPARTMENT
MAINTAINER'S REPORT
Day/Night Duty for Week/Fortnight/Month ending....................
Name of Maintainer...................................
Maintainer..................

Hqrs. of

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

Signature of Maintainer
Date................................
Annexture 2

Annexure 3
Para 11.4.2

185

Situations in which disconnection notice need not be issued provided suitable

precautions are taken:
A.3.1 CLEANING AND/OR LUBRICATING /GRAPHITING WITHOUT AFFECTING
ANY PHYSICAU ELECTRICAL DISCONNECTION
i) Lever frame basement.
ii) Relay Room & Battery Room.
iii) Apparatus case/battery boxes/Goomty.
iv) Lifting barrier mechanism including winch.
v) Lever lock and circuit controller without opening cover.
vi) Inspection and cleaning of inside equipment by opening the covers of point
machines, signal motors, reversers, apparatus cases and detectors,
vii) Point, facing point lock and lock bar.
viii) Cranks, compensators, pullies, wheels, roller stands, counterweights &
levers,
ix) Power supply equipment,
x) Insulation joints,
xi) 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.
A.3.2 TESTING OF
i) Track locking, approach locking, back locking, indication locking, route
release.
ii) Checking various parameters of axle counter without disconnecting the
equipment.
iii) Power supply equipment.
iv) Lever frame, SM's control frame, signal operation, point operation, level
crossing gate & slot circuits.
v) Point by obstruction test for lock only.
vi) Checking and testing of track circuit parameters when the track is
unoccupied,
vii) Focussing of colour light signal provided phantom indication to driver of an
incoming train is prevented by covering lenses.

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A.3.3 ADJUSTMENT OF
i) Wire transmission except double wire operated point transmission.
ii) Tightening of terminals using insulated tools without causing any shorts on
adjacent terminals.
A.3.4 REPLACEMENT OF
i) Electric signal lamp provided phantom indication to driver of an incoming train
is prevented by covering lenses.
ii) Bond wire, one at a time,
iii) Plug-in relay in case traffic condition permits,
iv) Indicator lamps,
v) Push button/switch/key of panel,
vi) Lock bar clips/bar stop, one at a time,
vii) G. D. tubes,
viii) Fuse, one at a time.
ix) Pulley, bottom roller/ top roller in wire and rod transmission one at a time
and split pins,
x) Batteries /cells without affecting disconnection of supply to main equipment.
Annexure 4
Para 11.4.1
.................................Railway
SIGNAL AND TELECOMMUNICATION DEPARTMENT
Competency Certificate cum training History book

Certificate number..................
This is to certify thatShri
S/o Shri .
Designation
.
Staff No. .
Station .
Division .

187

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 necessitates 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 .
.
6 .
.
Date:................
Place:..................
Principal
S& T Training centre
..................Railway
RENEWALS OF COMPETENCY CERTIFICATEDate Renewed upto
Instruments
Signature
. .
Added Deleted
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REFERESHER COURSES. No. Course No. Last attended
Signature and Date
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Next

Block

Due

From To
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188

EQUIPMENT AND OTHER COURSE ATTENDEDS.No.

From TO
Signature
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INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XII
DETAILED INSTRUCTIONS FOR INSTALLATION & MAINTENANCE OF
MECHANICAL SIGNALLING EQUIPMENT. INSTALLATION
. SECTION 'A' CABINS
. SECTION 'B' - LEVER FRAME
12.1
Cabins
12.2
Conformity to drawing and specifications
12.3
Marking of parts
12.4
Assembling mechanical locking
12.5
Checking of components
12.6
Erection
12.7
Subsequent additions and alterations
12.8
Information to the Divisional Signal & Telecommunication Engineer
. SECTION 'C - LEAD OUTS (RODDING)
12.9
Type
12.10
Arrangement of Accommodating Cranks
12.11
Down rods
12.12
Rod connections to accommodating cranks
12.13
Crank fastening bolts
12.14
Movement of lead off cranks
12.15
Use of high cranks
12.16
Rod run on curves
. SECTION 'D' - POINT RODDING AND FITTINGS
12.17
Point Rodding
12.18
Alignment
12.19
Distance from the centre of track
12.20
Branching Off
12.21
Rodding running under track
12.22
Fixing Roller Standard
12.23
Spacing of rollers

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12.24
Location of cranks, compensators, couplings & lug eyes
12.25
Offsets in roddings
12.26
Offset in cranks and compensators
12.27
Fixing Trestles of Point Rod Rollers
12.28
Fixing Trestles foundations
12.29
Provision of compensators
12.30
Fixing cranks and compensators
12.31
Joints for connections to cranks and compensators
12.32
Joints for branching off
12.33
Location of screw joint
12.34
Point adjusting screws
12.35
Adjustable cranks
12.36
Bolts, Nuts, Washers & Pins
12.37
Washers
12.38
Coach screws
12.39
Reaming of pin holes
. SECTION 'E' - POINTS
12.40
Essential requirements before interlocking
12.41
Adjustment of Point Switches
12.42
Permissible Distances
. SECTION 'F' - FACING POINT LOCKS, SWITCH & LOCK
. MOVEMENTS AND SPRING POINT LEVERS - SELF REVERSING
12.43
Layout
12.44
Notches
12.45
Facing Point Lock-plunger type
12.46
Obstruction Test
12.47
Switch & lock layouts
. SECTION 'G' - LOCK BARS
12.48
Length
12.49
Adjustment
. SECTION 'H' - POINT, TRAP AND SHUNTING PERMITTED
. INDICATORS
12.50
Type, Provision, Placing and Indication
. SECTION T - LOCATION OF SIGNALS
12.51
Deviation to SOD
12.52
special instructions
12.53
Inspection by a Signal sighting committee
. SECTION 'J' - SIGNALS AND FITTINGS
12.54
Signal arms and its fittings
12.55
Slotting
12.56
Shunt Signals
12.57
Balance Levers
12.58
Back Lights
12.59
Lopping of trees obstructing visibility
12.60
Artificial backgrounds
12.61
Posts
12.62
Deck Boards
12.63
Provision of Signal Dubbers and Kerosene
12.64
Cleaning of Signal roundels and lamp lenses
. SECTION 'K' - DETECTORS
12.65
Fitting and placing
12.66
Wire connections and adjustment

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12.67
Signal Slide Notches
12.68
Obstruction tests
. SECTION 'U - SIGNAL WIRE RUN (SINGLE WIRE)
12.69
Spacing of pulleys
12.70
Sharp Diversions
12.71
Wire runs under track
12.72
Wire runs under level crossings
12.73
Wire runs on curves
12.74
Leading away wire from a main run
12.75
Bridge stakes
12.76
Wire crossing
12.77
Signal wires
. SECTION 'M' - PULLEY STAKES AND PULLEYS
12.78
Fixture and alignment
12.79
Fastening pulley brackets
12.80
Maximum spacing between the pulley stakes
12.81
Alignment of Pulley stakes
. SECTION 'N' WIRE JOINTS AND SPLIT LINKS
12.82
Wire Joints
12.83
Split links
. SECTION 'O' - WIRE ROPE
12.84
Galvanized wire rope
12.85
Wire rope round wheels
12.86
Wire rope on cabin wire adjusters
12.87
Precautions in cutting
12.88
Lubrication
. SECTION 'P' - WIRE ADJUSTING APPARATUS (SINGLE WIRE)
12.89
Wire adjusting screw
12.90
Cabin Wire Adjuster
12.91
Additional adjusting screws
. SECTION 'Q' - FOUNDATIONS (SINGLE WIRE)
12.92
Foundations generally
12.93
Foundations for cranks and compensators
12.94
Foundations for wheels, detectors, point indicators and dwarf signals ..
12.95
Fixture of cranks, wheels, detectors, point indicators and dwarf signals
to foundations
12.96
Foundations for signals
12.97
Pits for foundation adjacent to tracks
12.98
Concrete foundations
. SECTION 'R' - DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES AND
LEAD OUTS
12.99
Type
12.100 Double wire levers
12.101 Size of Drums
12.102 Erection
12.103 Levers for operating Points, locks, detectors and signals
12.104 Clutch lever-adjustment of clutch
12.105 Clutch Resetting Lever
12.106 Wire crosses
12.107 Double wire operation from single wire lever
12.108 Compensators
12.109 Application

191

12.110 Installation
12.111 Pulleys & Stakes
12.112 Fixture and alignment of stakes
12.113 Running out wire
. DIVERSIONS IN TRANSMISSIONS
12.114 Use of wire pulleys
12.115 Use of wheel with wire rope
12.116 Wheel Guides
12.117 Length of rope and spacing of joints at diversions
. WHEEL BASE
12.118 Fixing Wheels and Wheel Base foundations
. JOINTS
12.119 Type and location
12.120 Disconnecting Link
. ADJUSTING SCREWS
12.121 Provision
12.122 Minimum Spacing
12.123 Opening
. POINT, LOCK AND SIGNAL MECHANISMS
12.124 Type
12.125 Installation of mechanisms
12.126 Size of Wire
. DETECTORS
12.127 Fitting of detectors to Points
12.128 Connections
12.129 Number and spacing
12.130 Size of wire
12.131 Adjustment
12.132 Protecting Covers
. SECTION 'S' - PAINTING
12.133 Equipment to be painted
12.134 Colouring Scheme
12.135 Interval of Painting
12.136 Record of Painting
. GENERAL INSTRUCTIONS
12.137 Stores
12.138 Mixing of Paints
12.139 Painting of steel works
12.140 Enamel Signal Arms
12.141 Numbering of Points and Signals
12.142 Dates of Painting
. MAINTENANCE
. SECTION 'A'- CABINS.
12.143 Cabins-cleanliness, repair and fittings
12.144 (Left blank Intentionally)
. SECTION 'B' - LEVER FRAME
12.145 Responsibility
12.146 Instructions for maintainers
12.147 Instructions for Junior Engineer (Signal)
. SECTION 'C - LEAD OUTS (RODDING)
12.148 to 12.149
Lead outs
. SECTION 'D' - POINT RODDING AND FITTINGS

192

12.150 Examination
12.151 Alignment
12.152 Rollers
12.153 Rollerfoundations
. SECTION 'E' - CRANKS, COMPENSATORS, SCREWS, BOLTS, NUTS, PINS AND
COTTERS
12.154 Examination
12.155 Replacement of cracked or broken parts
12.156 Cleaning of oil holes
12.157 Screws, bolts and nuts
12.158 Adjusting Screws
12.159 Pins
12.160 Keys and Cotters
. SECTION 'F' - POINTS
12.161 Visual inspection
12.162 Responsibility of SSE/SE/JE (P-Way) & SSE/SE/JE (Signal)
12.163 Damaged switches and packing of sleepers
12.164 Testing and adjustment
. SECTION 'G' - FACING POINT LOCKS, SWTICH & LOCK MOVE-MENTS AND
SPRING POINT LEVERS - SELF REVERSING
12.165 Facing point locks
12.166 Switch & Lock Movement
12.167 Loose or cracked parts
12.168 Cross Slides ..
12.169 Testing Switch and Lock movements and facing point locks
. SECTION 'H' - LOCK BARS
12.170 General
12.171 Testing Lock Bars
. SECTION 'I' - DETECTORS
12.172 Detector examination and lubrication
12.173 Detector notches
12.174 Cleaning of detector shoes and angle slides
12.175 Testing detectors
12.176 Replacement of cracked or broken parts
. SECTION 'J' - SIGNAL WIRE RUN (SINGLE WIRE)
12.177 Alignment
12.178 Wires generally
12.179 Wires under track
. SECTION 'K' - PULLEY STAKES AND PULLEYS
12.180 Pulleys and Pulley stakes
. SECTION 'L' - ELECTRICAL REPEATERS AND SIGNAL LAMPS
12.181 Periodical inspection by JE/SE (Signal)
12.182 Examination and replacement of Signal & Indicator lamps
. SECTION 'M' DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES
AND LEAD OUTS
12.183 Transmissions Generally
12.184 Maintenance of Compensators
12.185 Testing Point, Lock, Detector and Signal Levers
12.186 Broken wire lock
12.187 Broken wire tests
12.188 Reconnection or repairs after wire breakage
12.189 Responsibility and Periodicity of Broken Wire Tests

193

12.190 Wire stretch on newly laid Double Wire transmission

. SECTION 'N' - PAINTING
. SECTION 'O' - MAINTENANCE SCHEDULES
Annexure 5
Essential Requirements before interlocking of a point
Annexure 6
Colouring scheme
Annexure 7
Maintenance schedule for mechanical signalling

CHAPTER -XII
DETAILED INSTRUCTIONS FOR INSTALLATION
MECHANICAL SIGNALLING EQUIPMENT

&

MAINTENANCE

OF

INSTALLATION
SECTION 'A' - CABINS
12.1 CABINS :
12.1.1 SIZE : Cabins shall be of adequate size and provided with glazed
windows to enable the Cabin man to have a clear view of Points, Signals and
Level Crossing gates under his control.
12.1.2 SITE : Location and elevation of cabins shall be in accordance with Para
7.78 of Signal Engineering Manual Part I. The site of the Cabin shall be chosen
jointly by Officers of Signalling, Safety and Civil Engineering Departments.
12.1.3 The cabins shall be so located as to allow future expansion of the yard
and avoid damages by derailed vehicles on trap/sand humps.
12.1.4 As far as practicable, End Cabins shall be so sited that they are on
opposite sides of the track, the cabin being on the upside approach end of the
Up line and on the down side approach end of the Down Line.
12.1.5 The cabins shall not be sited in a place prone to water logging. The floor
level shall be such that water does not stagnate and is conveniently drained out.
12.1.6 Cabins shall be so sited that Points are preferably within the range of
mechanical operation.
12.1.7 The cabins shall have separate Relay Room, Power equipment room, and
battery room where required.
12.1.8 Cabin Equipment: All cabins shall be provided with equipment listed at
Para 7.79 of Part I of Signal Engineering Manual.

194

SECTION 'B' - LEVER FRAME

12.2 Conformity to drawings and specifications : Interlocking frames shall
conform to approved drawings and specifications.
12.3 MARKING OF PARTS
12.3.1 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.
12.3.2 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.
12.4 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:
12.4.1 Locking boxes shall be correctly aligned.
12.4.2 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.
12.4.3 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.
In the case of catch handle locking, it is most important that the catch rod and
links are in correct position before marking.
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.

195

12.4.4 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.
12.4.5 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.
12.4.6 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.
12.4.7 Unsupported and long interlocking bars spanning more than 10 levers in
SA1101 Lever Frame and 8 levers in SA 530 Lever Frame shall be provided with
a carrier lock or dummy pieces.
12.4.8 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.
12.4.9 Each assembled interlocking bar shall be checked and tested to see thati) 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.
12.4.10 Plungers, interlocking bars and locks (dogs) shall be marked as detailed
in Para 12.3.2 .
12.4.11 locking strips shall be in accordance with approved plans.

196

12.4.12 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.
12.4.13 After assembling locking, it shall be carefully checked and compared
with the approved Locking Diagram
12.5 Checking of Components : The JE/SE/SSE (Signal) shall carefully check the
components of a new interlocking frame on receipt against plans and take
necessary action.
12.6 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 Chapter XIII.
12.7 SUBSEQUENT ADDITIONS AND ALTERATIONS
12.7.1 Subsequent additions and alterations to interlocking frames shall be
carried out only in accordance with the approved revised plans and interlocking
tables.
12.7.2 The JE/SE/SSE (Signal) shall requisition all requirements of materials in
accordance with the additions and alterations shown on the approved revised
plan and locking diagram and shall when requisitioning new plungers 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.
12.7.3 After carrying out additions and alterations, locking shall be checked
completely as detailed in para 12.4.9.
12.8 Information to the Divisional Signal & Telecommunication Engineer : The
JE/SE/SSE (Signal) shall inform the Divisional Signal and Telecommunication
Engineer or Asstt. Signal and Telecommunication Engineer in charge of the
section when a new interlocking frame or an alteration to the existing
interlocking frame is ready for his test and introduction.
SECTION 'C - LEAD OUTS (RODDING)
12.9 Type : Lead outs shall be of the crank type unless otherwise instructed.
12.10 Arrangement of Accommodating Cranks : As far as possible,
accommodating cranks shall be arranged on the lead out in the order of the
lever to which they are connected.
12.11 Down rods : Down rods shall be 32 mm dia, solid rod and when over 2
metre in length shall be provided with guides. Down rods shall normally have
200 mm stroke.

197

12.12 Rod Connections to Accommodating Cranks : Rods from vertical cranks

shall be run straight to medium accommodating cranks with an offset to high
and low Accommodating Cranks.
12.13 Crank Fastening Bolts : Cranks shall be securely fastened to the
foundations with 20 mm dia. bolts, the nuts being placed on the top.
12.14 Movement of Lead off Cranks: Lead off cranks in front of the cabin shall,
as far as possible, be arranged to have a pull movement.
12.15 Use of High Cranks : High cranks shall be used only where absolutely
necessary.
12.16 Rod Run on Curves: Relief cranks may be used for diversion upto 20
degree when rodding is run on curves. Alternatively a rodding compensator can
be installed in a curved alignment by making straight runs on either side of it
connected to the compensator cranks.
SECTION 'D' - POINT RODDING AND FITTINGS
12.17 Point Rodding: Point rodding shall be solid and shall be in accordance with
I.R.S Specification No. S 5.
12.18 Alignment: Point rodding shall be straight before being laid. Runs of
rodding shall normally be in a straight alignment.
12.19 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.
12.20 Branching Off: Where practicable, rods in a main run shall be arranged so
that they branch off on the track side in regular order.
12.21 Rodding Running Under Track : When practicable, rodding running under
tracks shall be arranged to permit of 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.
12.22 Fixing Roller Standard : The top of roller standards adjacent to tracks
shall not be fixed more than 64 mm above rail level.
12.23 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.
(Note: Only solid rodding shall be used in future)
12.24 LOCATION OF CRANKS, COMPENSATORS, COUPLINGS & LUG EYES

198

12.24.1 Cranks and compensators in a main run shall be so located as to leave

the field side clear for additional rodding.
12.24.2 Centro of cranks and compensators shall not be fixed nearer than 0.90
m from a rod roller.
12.24.3 With the lever in its middle position the couplings and lug eyes in
rodding shall be located not less than 0.30 m. from rollers.
12.25 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.
12.26 Offset in Cranks and Compensators : Offsets in cranks and compensators
are normally not permitted.
12.27 Fixing Trestles of Point Rod Rollers : Point rod rollers shall be securely
fixed to adequate foundations. Where trestles of rollers are of the built up type,
outside segments shall be fixed with two bolts or screws and intermediate
segments with one bolt at alternate ends.
12.28 Fixing Trestles Foundations : Roller foundations need not be fixed in
concrete. Soil shall be well rammed round the foundations.
12.29 Provision of Compensators : Compensators need not be provided where
the length of rodding is less than 12 m for point connections and 18.5 m for lock
or bar connections.
12.30 Fixing Cranks and Compensators : Cranks and compensators shall be so
fixed, that the centre line of the rod connection passes through the centre of the
joint pin when the crank or compensator is in its normal or reverse position.
Care shall be taken to see that the throw on a crank or compensator is the same
on each side of the centre.
12.31 Joints for Connections to Cranks and Compensators : Solid joints shall be
used for connections to all cranks and compensators, unless otherwise specified.
12.32 Joints for Branching Off: Solid joints and lug eyes shall be employed
where it is necessary to branch off from a rod which continues onwards. The rod
connecting the lug and the crank shall not be less than 0.45m.
12.33 Location of Screw Joint: Adjustable joint (Screw Joint) shall be located as
close as practicable to the unit to be adjusted.
12.34 POINT ADJUSTING SCREWS

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12.34.1 Point adjusting screws shall be used in conjunction with each of the
following i) Points including Traps;
ii) Switch and Lock-Movement;
iii) Midway ground lock slide;
iv) Lock bar.
12.34.2 Point adjusting screws shall be located as near as practicable to the unit
to be adjusted without being adjacent to one another or directly under the rails
or crossings. Point adjusting screws shall be so installed as to permit equal
adjustment in both directions.
12.35 Adjustable Cranks : The last crank in a run of rodding operating unit shall
be an adjustable crank.
12.36 BOLTS, NUTS, WASHERS & PINS
12.36.1 Type : Nuts and bolts heads shall normally be hexagonal.
12.37 Washers : Washers shall be used under bolt heads and nuts where they
come in contact with timber or concrete. Spring washers shall be used where
bolts are used in conjunction with steel and cast iron components.
12.38 Coach Screws : Coach screws or spikes shall not be used without special
permission.
12.39 Reaming of Pin Holes : All pin holes shall, where necessary be reamed
after assembling so that the pin can be easily inserted.
SECTION 'E' - POINTS
12.40 Essential requirements before Interlocking : Before any newly laid point is
connected to the lever frame or a point machine and interlocked, it shall be
ensured that the JE/SE/SSE (P-Way) has taken necessary steps as detailed in
Annexure 5.
12.41 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.
12.42 Permissible Distances : The permissible distances for operation shall be as
in paragraph 7.61 of part I of SEM.
SECTION 'F' - FACING POINT LOCKS, SWITCH & LOCK MOVEMENTS AND
SPRING POINT LEVERS-SELF REVERSING
12.43 Layout:

200

12.43.1 Facing Point layouts shall be installed in accordance with approved

plans.
12.43.2 Facing Point lock shall be fitted on the gauge tie plate where steel
sleepers are not provided.
12.43.3 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.
12.43.4 The FPL may be fitted nearer to the closed switch rail leading to higher
speed movement.
12.44 Notches : Notches in stretcher blades shall be cut clean and square and to
correct size.
12.45 FACING POINT LOCK-PLUNGER TYPE
12.45.1 Facing Point lock plunger shall be square ended and installed 12 to 20
mm clear of the stretcher blades when the points are unlocked.
12.45.2 The plunger shall have a stroke of atleast 150 mm.
12.46 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.
12.47 Switch and lock layouts are not permitted in new installations. Spring
point levers self-reversing shall be installed in accordance with approved plans.
SECTION 'G' - LOCK BARS
12.48 Length : Lock bars shall not be less than 12800 mm long for Broad Gauge
and 12200 mm for Metre Gauge and Narrow Gauge lines.
12.49 ADJUSTMENT
12.49.1 Lock bars shall be so installed that with the operating lever normali) An outside lock bar lies practically level with the top of the rail. (NOTE : In
new installations, outside lock bars shall not be used);
ii) An inside lock bar lies 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 lock bar shall not be more than 25 mm
clear of the toe of the switch, when the points are bolted.

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12.49.2 Each lock bar 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 lock bar clip shall be fixed as near the end of the bar as possible but not
more than 225 mm.
12.49.3 Lock bar 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, lock bars can be installed over check rail portion when they are fitted
with a special type of check rail joint
12.49.4 Lock bars shall preferably be installed on the rail associated with
straight track.
SECTION 'H' - POINT, TRAP AND SHUNTING PERMITTED INDICATORS
12.50 TYPE, PROVISION, PLACING AND INDICATION
12.50.1 Point, Trap and Shunting Permitted Indicators shall be provided in
accordance with the approved plans.
12.50.2 Type, Provision, Placing and Indication of these indicators are covered
in detail in paras 7.66 to 7.69 of Part I of SEM.
SECTION T - LOCATION OF SIGNALS
12.51 Signals shall be so located that they do not infringe the Schedule of
Dimensions. Deviations shall be sanctioned by the competent authority.
12.52 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.
12.53 Signals shall be inspected by a Signal sighting committee consisting of
officials of Signal, Traffic and Mechanical/ Electrical Departments before being
brought into use.
SECTION 'J' - SIGNALS AND FITTINGS
12.54 SIGNAL ARMS AND ITS FITTINGS :
12.54.1 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 driver.
12.54.2 Signal arms shall be kept securely fastened to the spectacles casting
and maintained at the correct level when in the 'ON' position.
12.54.3 Signal arms shall be kept clean and properly painted.

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12.54.4 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.
12.54.5 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.
12.54.6 Spectacle roundels or glasses found loose, cracked or broken shall be
attended to and replaced promptly.
12.55 SLOTTING
12.55.1 Where signals are slotted, any of the controlling agencies shall be
independently capable of returning the signal to 'ON'.
12.55.2 When a Warner arm is placed below a Stop arm, the slot lever shall be
installed so that the Warner can not 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'.
12.56 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 metres below the main arm.
12.57 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.
12.58 BACK LIGHTS
12.58.1 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.
12.58.2 Warner Signal Fixed green light: The fixed green light of a Warner
Signal shall also show a back light.
12.58.3 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.
12.59 Lopping of Trees Obstructing Visibility : Where trees interfere with the
driver's or cabin man's sighting of signals, the SSE/SE/JE (Signal) shall arrange
with the SSE/SE/JE (Works) for lopping of tree branches or cutting of trees
within the Railway boundary. If the trees are in private land, the Divisional
Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication
Engineer incharge of the section shall be informed so that he may arrange for
the removal or cutting of the trees.

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12.60 ARTIFICIAL BACKGROUNDS

12.60.1 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.
12.60.2 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.
12.61 Posts : Signal posts shall be kept plumb. Signal post guys, where
provided shall be kept tight and in good repair.
12.62 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.
12.63 Provision of Signal Dubbers and Kerosene : Whenever kerosene lit signals
are provided, the signal dubbers and kerosene shall be provided by Traffic staff.
12.64 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 'K' - DETECTORS
12.65 FITTING AND PLACING
12.65.1 Detectors shall be fitted to switches in accordance with approved plans.
12.65.2 Where practicable, detectors shall be placed in the main wire run.
12.66 WIRE CONNECTIONS AND ADJUSTMENT
12.66.1 Where there is more than one detector in a wire run, the wire shall be
run from the cabin, first to the detector farthest from the signal it operates,
then through the other detectors concerned and back to the signal.
12.66.2 The signal wires to the detector shall be in alignment with the
respective slides of the detector.
12.66.3 Wires shall be so adjusted that when a signal is returned to the 'ON'
position, all signal slides of detectors travel back to their stops.
12.67 Signal Slide Notches : The signal slide notches for the more important line
shall preferably be so cut that the slide butts first against the closed switch
blade before it touches the bolt detector blade or the open switch blade.

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12.68 Obstruction Tests : A detector shall be tested by 'Obstruction test1 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 locked.
SECTION 'L' - SIGNAL WIRE RUN (SINGLE WIRE)
12.69 Spacing of Pulleys : Signal wires shall be carried in pulleys placed not
more than 10 metre apart.
12.70 Sharp Diversions : Sharp diversions in wire runs shall be made around
wheels with wire rope slings.
12.71 Wire runs under track : Wire runs leading under the track shall be run
through protective pipes. For periodic and convenient renewal, wires on either
side of the pipe shall be terminated and provided with links.
12.72 Wire Runs Under Level Crossings : For running wire under level crossings,
either pipes or duct may be provided in the level crossings. For periodic and
convenient renewal, wires on either side of the pipe shall be terminated and
provided with links.
12.73 Wire runs on Curves : Wire runs shall normally be taken round a curve in
succession of straights and angles. Angle pulleys shall be kept to a minimum as
they cause loss of stroke.
12.74 Leading away wire from a main run : When leading a wire away from the
main run or to a horizontal wheel for crossing, the change in alignment or level
shall be gradual. Additional stakes shall be provided if necessary.
12.75 Bridge Stakes : For a large number of wires, stronger stakes, preferably
bridge stakes with angle pulleys hanging vertically, shall be provided.
12.76 Wire crossing : Crosses shall as far as possible be avoided in wire leads
from the cabin. The top pulleys shall carry the wires having the longest run and
the pulleys below successive shorter runs.
12.77 SIGNAL WIRES
i) 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. Sl, shall be
used for signal connections.
ii) Coils of wire shall be run out from a creel. Twists, kinks and nicks shall be
avoided.
SECTION 'M' - PULLEY STAKES AND PULLEYS
12.78 Fixture and Alignment: Pulley stakes shall be firmly driven into the
ground, shall be in true alignment and shall not be twisted or bent.

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12.79 Fastening Pulley Brackets : Pulley brackets shall be fastened to pulley

stakes with bolts, rivets or any other method providing equal security. When
bolts and nuts are used, the ends of the bolts shall be burred to prevent thefts.
12.80 The maximum spacing between the pulley stakes shall not exceed 10
metres. To reduce the sag in the wire run, the stakes may be fixed at a spacing
closer than 10 metres where required.
12.81 The face of the stake on which pulley brackets are fixed shall be truly
parallel to wire run, so that friction is minimised.
SECTION 'N' WIRE JOINTS AND SPLIT LINKS
12.82 WIRE JOINTS
12.82.1 Signal wire joints shall be either of the sleeve or the wrapped type and
shall be made in accordance with approved drawings. When making wire
connections to fittings, standard thimbles shall be employed.
12.82.2 Special tools shall be used for making sleeve joints. If sleeves are rough
from inside, the roughness shall be removed with a drift.
12.82.3 When making a sleeve joint in stranded wire or wire rope, the short end
shall be next to the slot in the sleeve and be forced out to receive the rivet.
12.82.4 Joints shall be located at least 2 metres from pulley stakes and be
always on the cabin side, where practicable. Joints in adjacent wires shall be
suitably spaced to avoid entanglement.
12.83 Split Links : Split links shall be used in making all connections between
wires and fittings wherever disconnection may be required.
SECTION 'O' -WIRE ROPE
12.84 Galvanized wire rope : Galvanized steel wire rope for signalling purposes
ordinarily used for single wire runs shall be to IRS Specification No. S-3.
12.85 Wire rope round wheels : Wire rope when used for making turns on
wheels shall not be less than 2 metre in length.
12.86 Wire rope on cabin wire adjusters : Wire rope when used on cabin wire
adjusters and draft wheels shall be in a continuous length.
12.87 Precautions in cutting : Wire rope shall be soldered or bound before being
cut to avoid splaying. The cut shall be made by sawing through the middle of
the soldered portion or between the bindings.
12.88 Lubrication : Wire rope in service and in stock shall be kept well
lubricated.
SECTION 'P' - WIRE ADJUSTING APPARATUS (SINGLE WIRE)

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12.89 Wire runs for all signals worked by single wire shall be provided with one
wire adjusting screw connected to the lever tail in the cabin.
12.90 Cabin Wire Adjuster: Wire runs for signals located over 300 metres from
the Cabin shall be provided with a cabin wire adjuster.
12.91 Where wire runs are carried through detectors, additional adjusting
screws shall be provided at the detectors as necessary. One adjusting screw
shall be placed in the wire run between the signal and the first detector when
the signal is more than 9 metres from the detector, and also between
intermediate detectors where the wire run is carried through more than one
detector.
SECTION 'Q' - FOUNDATIONS (SINGLE WIRE)
12.92 Foundations Generally: Foundations shall be rigid, level and in good
alignment.
12.93 Foundations for Cranks and compensators : Crank and compensator
bases shall be set in concrete in accordance with standard plans.
12.94 Foundations for wheels, detectors, point indicators and dwarf signals :
Except where the nature of the ground renders it necessary, foundation piers for
wheels, detectors, dwarf signals or point indicators shall not be concreted in.
Soil shall be placed round the foundations in layers of not more than 0.30
metre, each layer being thoroughly rammed before more soil is added. The
bottom and top layers may consist of ballast well rammed if the nature of the
soil makes it desirable.
12.95 Fixture of cranks, wheels, detectors, point indicators and dwarf signals to
foundations :Cranks, wheels, detectors, dwarf signals and point indicators etc.
shall be fixed to foundations with bolts, the nuts being always on the top.
Wheels and their foundations shall be rigidly fixed diagonally, i.e. along the line
bisecting the angle between the wires.
12.96 Foundations for signals : Foundations for signals shall be sufficiently
strong. The type of soil will be taken into account while deciding the depth of
the foundation. Foundation bolts of standard size shall be embedded in the
foundation. Templates shall be used to ensure correct spacing of foundation
bolts.
12.97 Pits for foundation adjacent to tracks : Where pits for foundations are
excavated between or adjacent to tracks, the JE/SE/SSE (Signal) shall, if
necessary, arrange with the JE/SSE (Works) Branch to make provision for the
safety of the track.
12.98 Concrete foundations : Before any apparatus is connected thereto,
concrete foundations shall be allowed to set fully.
SECTION 'R' - DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES AND
LEAD OUTS

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12.99 Type : Double wire interlocking frames shall conform to IRS Specification
No. S-12.
12.100 Double wire levers may be of the following types :
(i) Direct lever;
(ii) Clutch lever;
(iii) Trailable lever;
(iv) Rack and Pinion lever;
(v) Miniature lever.
12.101 Size of Drums: 500 mm stroke drum shall normally be fitted to all
levers, but where difficulty in operation is anticipated, a 600 mm stroke drum
may be used. The normal limit of a 500 mm stroke drum is 1200 metres for
Signals without detectors and up to 600 metres for a single or coupled detector
lever transmission.
Notes; In all new installations points, locks and bars shall not be operated by
wire but by rodding or by electrical means.
12.102 Erection : Interlocking frame supports, foundations and arrangement of
levers shall be erected in accordance with approved plans.
12.103 Levers for operating Points, locks, detectors and signals : Levers
operating double wire points, facing point locks, independent detectors and
signals with detectors shall be of the trailable or clutch driven type and must be
so adjusted as to cause the locking to be displaced when the clutch trips to
provide a safe-guard against broken wire and levers being forced.
Trailable levers shall be used with trailable point mechanism.
12.104 Clutch lever-adjustment of clutch : The clutch shall be so adjusted that
the rope drum will trail freely with a pull of about 28 kgs. on the dynamometer,
equivalent to a difference in tension between the transmission wires of 85 kg.
With 24 kg the drum must not trail and the clutch shall not lift more than 2.5
mm. The method of testing is shown in the sketch below. Special attention is
drawn to the distance between the fulcrum and where the dynamometer is
fixed.

DOUBLE WIRE
DYNAMOMETER

INTERLOCKING

FRAME-TESTING

CLUTCH

LEVER

WITH

12.105 Clutch Resetting Lever: The clutch resetting lever shall be kept in a
sealed and padlocked box. Instructions regarding use of resetting lever shall be
embodied in the Station Working Rules.

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12.106 Wire crosses : Wire crosses are not permitted inside the cabin.
12.107 Double wire operation from single wire lever : Double wire operation of
Outer/Warner from a Single Wire lever frame shall be as per approved drawing.
12.108 Compensators : Double wire compensators shall be in accordance with
IRS Specification No. S 15. and instructions in RDSO Booklet No.
STS/M/DWJ/COMP/I/MI. Salient features of the Instructions are12.109 Application : Use of different types of D.W. compensators is shown in
table given below.

12.110 INSTALLATION
12.110.1 All moving parts of the compensator shall be cleaned and lubricated.
12.110.2 Compensators shall be fixed on longitudinal channel just below the
relevant lever. The bolts shall be kept slightly loose at first.
12.110.3 The position of the pedestal of the compensator shall be adjusted so
that two fixed wheels of the compensator are equidistant from the wire rope
coming from the groove of the lever drum.
12.110.4 Foundation bolts shall be tightened and all split pins spread out.
12.110.5 Stop bolt shall be fixed at the top end of the ratchet rod to prevent the
weight levers from being lifted off the Rod.
12.110.6 After fitting weight, weight screws should be tightened with weight
levers ensuring that they do not slide. Tighten the lock nuts on the screws. Stop
bolts at weight end of the weight levers shall be fixed.
12.110.7 With the help of a pulley block, weight levers shall be lifted so that
pawl arrangement rests at the Stop Pin at the bottom end of the ratchet rod,
i.e., compensator is lifted to the position corresponding to lowest temperature
value. Care shall be taken to see that the floating wheels of 2600 mm stroke
compensators are also lifted to their highest position. The levers shall be
supported in that position. The floating wheels of 2600 mm stroke compensator
shall be held in the lifted position.
12.110.8 After fitting wire ropes soldered joints shall be made. Wires shall be
connected commencing at the lever and compensator end working towards the
mechanism allowing rope lengths and spacing of joints. Provision of wire
adjusting screws and disconnecting links shall be done as required. For deciding
the position of joints / rope length, the spacing is to be ensured in accordance
with approved transmission plan keeping the wire under tension of 68 kg while
cutting the wire for joining.

209

12.110.9 After ensuring that the wire rope is taken through the groove at all
wheels without having escaped off the guides the support shall be removed and
the weight levers lowered slowly by mean of pulley block till the grips of the
pawls are opposite the lowest tooth of the ratchet rod. It must be checked that
the direction of travel in relation to the rope lengths and spacing of joints is
correct.
12.110.10 It must be checked that the location of joints are in accordance with
the approved wiring diagram.
12.110.11 The final position of weight levers of the compensator is to be
adjusted to suit prevailing temperature and length of transmission in accordance
with the adjustment table. In case of new transmission, weight levers are to be
adjusted to a position about 20 mm to 30 mm lower than as required in order to
allow for permanent stretch.
12.110.12 Weight levers shall not pass the breakage mark provided in the
ratchet rod to show extreme compensating position of weight levers for longest
transmission at maximum temperature and to show beginning of broken wire
way.
12.110.13 It shall be checked that both pawls of the compensator are out of
engagement with the teeth of the ratchet rod when the transmission is at rest.
The weight levers of the compensator shall be in level with each other.
12.110.14 Jockey weight shall be employed only after obtaining the approval of
Divisional Signal and Telecommunication Engineer or Asstt. Signal and
Telecommunication Engineer incharge of the section, to increase the tension
when all other means to make a transmission work easily have failed.
12.110.15 It must be checked that the bolts of the compensator weights are
tight and safety bolts are provided at the end of weight levers.
12.110.16 It must be ensured that the wire guards on all wheels of
compensators are provided and that the clearance between the wire guard and
wheel is less than 1.5 mm
12.110.17 It must be ensured that all the wheels are moving freely and do not
wobble on their respective pins.
12.111 PULLEYS & STAKES
12.111.1 Pulleys for points lock and detector lever transmission shall be fixed
not more than 15 metres apart.
12.111.2 Pulleys for a signal lever transmission shall be fixed not more than 20
metres apart on the straight. This distance may be reduced suitably on curves.
12.111.3 When both points and signal transmission run together, pulleys shall
be fixed 15 metres apart.

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12.111.4 These pulley spacing can be reduced, if required, to suit local

conditions.
12.112 FIXTURE AND ALIGNMENT OF STAKES
12.112.1 Stakes shall normally be fixed not less than 2135 mm from the centre
of the nearest track.
12.112.2 Stakes shall be rigidly fixed; if local conditions of soil do not provide
adequate rigidity, stakes must be set in concrete.
12.112.3 Runs of stakes shall be installed in as straight a line as possible and
shall be level. Where straight runs are not possible, owing to local conditions,
then transmissions shall ordinarily be laid in a succession of straights. The
installation of continuously curved runs shall be avoided as far as possible .
12.113 Running out wire : Coils of wire shall be run out from a drum or creel on
a spindle and great care taken to avoid twists, kinks and nicks. If such a
damage occurs that part of the wire shall not be used and either a fresh length
run out or a piece, jointed in.
DIVERSIONS IN TRANSMISSIONS
12.114 Use of wire pulleys : When owing to curvature, stakes cannot be run in a
continuously straight alignment, wire pulleys may be used only for diversions
upto 10 degree.
12.115 Use of wheel with wire rope : Diversions exceeding 10 degree may be
made by using wire rope around standard wheels. All wheels shall be accurately
aligned.
12.116 Wheel Guides
12.116.1 Wheels in all diversions shall be provided with adequate guides to
prevent ropes escaping from wheel grooves.
12.116.2 For diversions up to 25 degree, one guide shall be used for each
independent set of wheels and one guide for the outside wheels of a nest, the
wheel nests serving as guide for other wheels.
12.116.3 For diversions above 25 degree, two guides shall be used for each
independent set of wheels.
12.117 Length of rope and spacing of joints at diversions:
12.117.1 Minimum lengths of ropes and spacing required at diversions shall be
in accordance with approved drawings.
12.117.2 Wire rope shall be Double Wire signalling rope, 6x19 to IRS
Specification No. S-11. Wire rope shall be kept well lubricated.

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12.117.3 Coils of wire rope used for diversions around wheels shall be run out
from a creel on a spindle.
WHEEL BASE
12.118 Fixing Wheels and Wheel Base foundations :
12.118.1 Wheels shall be fixed to bases with bolts of correct size, with nuts on
top.
12.118.2 Wheel bases of all sizes shall be rigidity fixed in concrete.
12.118.3 Wheel base foundations for all diversions shall be fixed diagonally, i.e.
along the line bisecting the angle of diversion between the wires.
JOINTS
12.119 Type and location : Joints between wires and wires and ropes and their
location shall be made in accordance with approved drawings. The use of
twisted or sleeve joints is prohibited.
12.120 Disconnecting Link :
12.120.1 One disconnecting link adjacent to the lead out and another near the
signal mechanism for making broken wire tests shall be provided in both wires
of each transmission.
12.120.2 Joints between wires and ropes used at diversions shall not be
provided with any form of disconnection. The use of split links and shackles is
prohibited.
12.120.3 Painting of Joints: Joints in the pull wire shall be painted red and those
in the return wire black for identification.
ADJUSTING SCREWS
12.121 Provision : Adjusting screws shall be provided in each wire of the
transmission as follows:
(i) One near the mechanism to be adjusted.
(ii) One near the disconnecting link, close to the cabin.
(iii) One in the wire running between each mechanism where two or more
mechanisms are operated by one transmission.
Note: Under approval from the Chief Signal & Telecommunication Engineer,
provision of the adjusting screws close to the cabin may be dispensed with, if
the wires are not required to be adjusted near the cabin.

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12.122 Minimum Spacing : Minimum spacing of adjusting screws in adjacent

wires of transmissions shall be in accordance with approved drawings or
instructions.
12.123 Opening : Adjusting screws shall be opened out to their fullest length
when first installed.
POINT, LOCK AND SIGNAL MECHANISMS
12.124 Type : Point and lock mechanism shall be of an approved type and shall
be provided with broken wire locks. The Signal mechanism shall be of an
approved over-run cam path type.
12.125 Installation of mechanisms :
12.125.1 All mechanisms shall be installed in accordance with the approved
drawings.
12.125.2 The wire ropes shall be wrapped round drums sufficiently so that the
mechanism rope studs will be in such a position as to maintain the wire partly
wrapped round the drum when it has completed the full broken wire stroke.
12.126 Size of Wire : Galvanized solid steel wire 4.00 mm (dia) or 3.35 mm
(dia) to IRS Specification No. S 13 and S 1 respectively shall be used for signal
transmissions and 5.00 mm (dia) to IRS specification No. S-14 for Point
transmission.
DETECTORS
12.127 Fitting of detectors to Points: Detectors shall be fitted to all facing points
in accordance with approved plans.
12.128 Connections:
12.128.1 Detectors connected in the operating wire of a signal shall be worked
off the pull wire.
12.128.2 In a detector lever transmission, the pull wire from the lever in the
normal position shall first be carried to the end detector, then through each
intermediate detector in series and back to the lever.
12.128.3 Both wire ropes shall be wrapped round the detector wheel at least
one and a half times.
12.129 Number and spacing : In any transmission, the number of detectors
shall not exceed three and the distance between the detectors shall not
normally exceed 230 metres.
12.130 Size of wire : Galvanised solid steel wire of 5.00 mm (dia) to IRS
Specification No.S-14 shall be used for detector lever transmissions.
12.131 Adjustment :

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12.131.1 Notches in Point and Lock Slides shall be cut at site.

12.131.2 Detectors shall be so adjusted that the notches in wheels are clear of
the point slides and the clearance between the notches in the wheels and the
point slides shall not be less than 50 mm and not more than 100 mm when the
transmission is normal.
12.132 Protecting Covers : Protecting covers of all mechanisms and detectors
shall be kept in good condition and securely fixed to safeguard apparatus from
unauthorised interference.
SECTION'S' -PAINTING
12.133 Equipment to be painted : The following are the main items of
mechanical signalling equipment that need regular painting:
i) Signal arms, Point Indicators, boards and markers;
ii) Signal posts and Signal fittings;
iii) Interlocking frames, their levers & fittings;
iv) Ground and miscellaneous gear, such as rodding, guide roller assembly,
cranks, compensators, turnout wheels;
v) Lifting barriers, if maintained by Signal and Telecommunication department.
12.134 Colouring Scheme : Items detailed in Para 12.133 shall be painted in
accordance with colouring scheme shown for the respective item in Annexure 6.
12.135 Interval of Painting : The general principles for fixing intervals shall be
the following :
i) Signal arms, indicators, etc., which are required to be painted to conventional
shapes and/or colours shall be painted once a year.
ii) 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;
iii) 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.
12.136 Record of Painting :
12.136.1 Each JE/SSE (Signal) shall maintain a Painting Register, one page or
more being allotted to each station or cabin on his section. Record of the

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painting work done with dates of commencing and completing the work shall be
regularly entered in this register.
12.136.2 Each JE/SE/SSE (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.
GENERAL INSTRUCTIONS :
12.137 Stores:
12.137.1 Paint shall be stored in a cool dry place away from flame or naked
light
12.137.2 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.
12.138 Mixing of Paints :
12.138.1 Paints from pigments and pastes shall be prepared in accordance with
standard specifications.
12.138.2 Linseed oil or turpentine shall not be added to ready mixed paints.
Mixing of kerosene with paints is forbidden.
12.139 Painting of Steel Works :
12.139.1 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.
12.139.2 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.
12.139.3 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.
12.139.4 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.
12.139.5 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.
12.139.6 Brushes shall be thoroughly cleaned in proper driers after use.

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12.140 Enamel Signal Arms :

12.140.1 Enamel signal arms shall be scrubbed with soap to clean them. If
corroded in places, these shall be touched up with enamel paints.
12.140.2 Signal arms which are not enamelled, shall be painted with enamel
paints.
12.141 Numbering of Points and Signals :
12.141.1 The cabin lever number of points and facing point lock bars shall be
painted in 50 mm letters on the web and close to the toe of the switch rail.
12.141.2 The number of the cabin lever operating the signal shall be painted in
50 mm letters at the back of the signal arm blade.
12.141.3 Numbers shall be written in codes as under:i)
Points-20W '20W'
stands for lever No.20 west cabin.
ii) Points & Facing Point lock(P32 L33E) 'P32' stands for points lever no.32 and
'L33E' stands for lock bar lever nos. 33, East Cabin.
iii) Signals-51A -52 B -53GFA
'51 A' stands for lever no. 51 'A' Cabin,'52B'
stands for lever No. 52 'B' Cabin, '53GFA' stands for lever no. 53, Ground Frame
'A'.
12.141.4 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.
12.142 Dates of Painting : The year and the month of painting work shall be
clearly and neatly shown on all interloccking 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.
MAINTENANCE
SECTION 'A' - CABINS
12.143 Cabins-cleanliness, repair and fittings:
12.143.1 Ground floor of cabins shall be kept clean and tidy.
12.143.2 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 JE/SE/SSE (Woks).
12.143.3 JE/SE/SSE (Signal) shall bring to the notice of his Divisional Signal and
Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer
incharge of the section when repairs to cabin are delayed.

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12.143.4 Windows of cabins shall be kept clean. This is the duty of the
operating staff.
12.143.5 Each JE (Signal) shall see that the cabin diagram, pull chart,
Cabinman's instructions and Maintained programme provided in the Cabin are
up-to-date and their glazed frames are in proper repair.
12.144 ( Left blank Intentionally)
SECTION 'B' - LEVER FRAME
12.145 Responsibility : Each 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.
12.146 Instructions for maintainers :
12.146.1 All accessible working parts of interlocking frames shall be thoroughly
lubricated and cleaned.
12.146.2 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.
12.146.3 The transportation official on duty in the cabin shall be questioned by
the Maintainer on his visits about any discrepancy or defect in the locking of the
interlocking frame. Discrepancy or defect, if any, shall be brought to the notice
of the JE (Signal) immediately.
12.146.4 Handles of levers of interlocking frames shall be kept clean and bright
by the Transportation Staff.
12.147 Instructions for Junior Engineer (Signal):
12.147.1 The Junior Engineer (Signal) shall ensure that the interlocking frames
are kept clean and lubricated
12.147.2 On his monthly inspections, the Junior Engineer (Signal) shall question
the transportation official on duty in the cabin to know if there is any defect or
discrepancy. If any defect or discrepancy is pointed out to him, the same shall
be immediately attended to and rectified if within his competence or brought to
the notice of the Divisional Signal and Telecommunication Engineer or Asstt.
Signal and Telecommunication Engineer incharge of the section for instructions.
12.147.3 Locking of all interlocking frames shall be tested as per instructions
contained in Chapter XIII.
12.147.4 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 12.4.9
(iii), overhauling shall be taken up forthwith.

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12.147.5 Locking of all interlocking frames shall be overhauled at least once

every three years or earlier, if necessary, as per instructions laid down in
Chapter XIII.
SECTION 'C - LEAD OUTS (RODDING)
12.148 All lead outs shall be examined regularly and kept clean and well oiled.
12.149 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 'D' - POINT RODDING AND FITTINGS
12.150 Examination :
12.150.1 All runs of rodding shall be regularly examined to see that all joints
make good and solid connections.
12.150.2 All couplings, adjusting screws and adjustable joints shall be examined
for looseness, worn out threads or slack nuts.
12.150.3 Rodding shall be examined for detecting weak places due to rust,
corrosion or other causes.
12.151 Alignment: The rods shall be kept in true alignment and free from all
obstructions.
12.152 Rollers: Rollers shall fit properly in the standards and move freely.
Broken roller standards, missing rollers and pins shall be replaced.
12.153 Roller foundations : Roller foundations shall be realigned if found to have
shifted or sunk and shall be renewed when necessary.
SECTION 'E' -CRANKS, COMPENSATORS, SCREWS, BOLTS, NUTS, PINS AND
COTTERS
12.154 Examination :
12.154.1 All cranks and compensators shall be examined regularly and working
parts well oiled.
12.154.2 The position of the compensators shall be carefully checked when a
point or lock bar does not work properly or where the stroke at the adjusting
crank has to be unduly increased.
12.155 Replacement of cracked or broken parts : Cracked or broken parts of
cranks, compensators shall be repaired or renewed.
12.156 Cleaning of oil holes : Oil holes shall be cleaned before oil is applied. Oil
shall not be used in excess as it collects dust.

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12.157 Screws, bolts and nuts : All screws, bolts and nuts shall be in place and
shall be kept tight.
12.158 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.
12.159 Pins:
12.159.1 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.
12.159.2 All badly worn pins shall be replaced by new pins.
12.159.3 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.
12.160 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 'F' - POINTS
12.161 Visual inspection of the condition of insulation of insulated rod joints
shall be done during maintenance inspections.
12.162 Responsibility of JE/SE/SSE (P-Way) & JE/SE/SSE (Signal):
12.162.1 Maintenance of switches, gauge tie plates and bolts and cotters for
pad locks is the responsibility of the JE/SE/SSE (P-Way). In addition, all noninterlocked 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
JE/SE/SSE (Signal).
12.162.2 S&T Staff shall not take on themselves the responsibility of
disconnecting the permanent way fittings or making adjustments thereto.
12.163 Damaged Switches and Packing of Sleepers :
12.163.1 Advice of switches found chipped or damaged shall be promptly given
in writing to the Junior Engineer/Senior Section Engineer (P way).
12.163.2 Sleepers under interlocked points and cross overs shall be kept well
packed. Advice of loose packing shall be given promptly to the JE / SE / SSE (PWay). When packing of sleepers of interlocked points is being done by the
permanent way staff, signal maintainer shall also be present there.

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12.164 Testing and Adjustment:

12.164.1 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 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.
12.164.2 When two or more switches are operated by a single lever, all
switches shall be adjusted correctly.
12.164.3 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 JE / SE / SSE (P-Way).
SECTION 'G' - FACING POINT LOCKS, SWTICH & LOCK MOVEMENTS AND
SPRING POINT LEVERS-SELF REVERSING
12.165 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.
12.166 Switch & Lock Movement (for existing installations) :
12.166.1 All sliding parts of switch and lock movements shall be thoroughly
lubricated.
12.166.2 Switch and lock movements shall be kept adjusted so that the lock bar
shall rise to two-thirds of its full height before the switch points start to open.
12.167 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.
12.168 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.
12.169 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 shalli) In the case of facing point bolt lock, prevent the lever working the facing point
bolt lock from being latched;

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ii) In the case of facing point lock, key type, prevent the extraction of the key
and
iii) In the case of switch and lock movement, prevent the signal governing the
movement over the switch and lock movement from being cleared.
SECTION 'H' - LOCK BARS
12.170 General:
12.170.1 Lock bars shall be kept straight and true both vertically and
horizontally; driving pieces shall be examined to see if there is any lost motion.
12.170.2 Lock bar 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 lock
bars fit close up to the rail. Bearings of clips shall be kept well oiled. Lock bar
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.
12.170.3 All lock bars, clips, stops and guides shall be overhauled and
thoroughly cleaned at least once a year. Renewals shall be made where
necessary.
12.170.4 If rail creep is affecting the working of lock bars, Maintainer shall
make a report in writing to the JE (P-Way), giving copy to the JE (Signal).
12.171 Testing Lock Bars : Lock bars shall be tested to see that with the
operating lever normal or reversei) Outside lock bars lie practically level with the top of the rail;
ii) Inside lock bars 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 'I' - DETECTORS
12.172 All detectors shall be examined regularly and the slides kept well
lubricated.
12.173 Detector notches : Detector notches shall be kept square and not eased
beyond the standard size. Notches in point slides shall be kept properly
adjusted.
12.174 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.
12.175 Testing detectors : Detectors shall be regularly tested by obstruction
test as laid down in Para 12.68.

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12.176 Replacement of cracked or broken parts : Cracked or broken parts of

detectors shall be repaired or renewed.
SECTION 'J' - SIGNAL WIRE RUN (SINGLE WIRE)
12.177 Alignment : All wire runs shall be maintained in proper level and
alignment.
12.178 Wires generally :
12.178.1 Damaged wire or wire rope showing signs of corrosion or rusting shall
be renewed. Kinked wire shall be straightened and bad joints removed .
12.178.2 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.
12.179 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 'K' - PULLEY STAKES AND PULLEYS
12.180 Pulleys and Pulley Stakes :
12.180.1 Brackets of pulley wheels shall be examined to see that they are
securely fixed and that the wheels revolve freely.
12.180.2 All damaged, broken and missing pulley wheels or brackets shall be
renewed promptly.
12.180.3 Bent pulley stakes shall be straightened and worn-out ones replaced.
SECTION 'L' - ELECTRICAL REPEATERS AND SIGNAL LAMPS
12.181 The JE / SE / SSE (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.
12.182 Examination and Replacement of Signal & Indicator Lamps :
12.182.1 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 Divisional Signal and Telecommunication
Engineer or Asstt. Signal and Telecommunication Engineer incharge of the
section. Cleaning of signal lamps is the responsibility of the operating staff.
12.182.2 Overhauling and Repairs : All !amps shall be overhauled once a year
and the date of overhaul marked on each lamp.
12.182.3 Only petty repairs to Signal lamps are to be carried out by JE / SE /
SSE (Signal). Lamps requiring heavy repairs shall be carefully packed and sent
to the Signal Workshops.

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SECTION 'M' - DOUBLE WIRE INSTALLATIONS

INTERLOCKING FRAMES AND LEAD OUTS :
12.183 Transmissions Generally :
12.183.1 All transmissions shall work freely and loss of stroke at the end of
transmission shall be avoided.
12.183.2 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.
12.183.3 All transmissions shall be kept taut; there shall be no appreciable sag
between pulleys.
12.183.4 Care shall be taken to see that wires and ropes do not scrape against
platform and other objects as rails, chairs, covers and lids.
12.183.5 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.
12.184 Maintenance of Compensators: Compensators shall be maintained as per
the instructions for 'Installation and Maintenance of Double Wire Compensators'.
Some of the salient features are12.184.1 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.
12.184.2 It shall be checked that all bolts are properly tightened and all split
pins and nuts are in proper positions.
12.184.3 All broken parts shall be replaced immediately.
12.184.4 It shall be checked that both the weight levers move independently.
Weight levers shall not be bound together either by wire or by chain.
12.184.5 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.
12.184.6 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.
12.185 Testing Point, Lock, Detector and Signal Levers : The Senior Section
Engineer (Signal) incharge of Double Wire transmission shall test each point,

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lock, detector and signal lever by means of dynamometer as shown in Diagram

in Para 12.104 once every 6 months. It shall be ascertained thati) the force required to operate a lever does not ordinarily exceed 35kg. In the
case of a signal lever without detectors, it shall not ordinarily exceed 27 kg.
ii) 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.
12.186 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.
12.187 Broken wire tests :
12.187.1 The return wire shall be disconnected with the lever normal and the
pull wire with the lever reverse, to prove operation of broken wire lock on Point
or Lock mechanism. The disconnection shall be effected by removing the link pin
adjacent to the lead out. The tripping of the clutch shall also be observed when
taking broken wire tests of clutch levers.
12.187.2 To prove that the Point, Lock or detector lever clutch will trail or trip
with a broken wire, the clutch shall be so adjusted that rope drum shall trail
freely with a pull of about 28 kg on the dynamometer. With a pull of 24 kg the
drum shall not trail and the clutch shall not lift more than 2.5 mm.
12.187.3 With the insertion of a 5 mm test piece between the switch and stock
rail at 150 mm from the toe of the switch, it shall be tested that the signal
governing the movement over the point is not cleared.
12.187.4 Each wire of transmission shall be disconnected, one at a time by
removing a disconnecting link pin adjacent to the lead out, to prove that signal
arm (or either signal arm in the case of two coupled signals) will return to or
remain at ON' with a broken wire.
Note: If the 'Return' wire is broken when signal is at 'ON', the unbroken 'PULL'
wire will, through the falling weights of the compensator, operate the arm
momentarily to 'OFF' before returning to 'ON'.
12.187.5 Where clutch driven signal levers are used to prove that the clutch will
trip with a broken wire, each wire of transmission shall be disconnected, one at
a time, by removing an adjusting screw pin near the signal mechanism.
12.187.6 The tripping of the clutch shall be tested by means of an auxiliary
lever and adjustment of the coupling spring checked. To assist trailing or
tripping of the lever clutch in case of broken wire, the wedge surfaces of
coupling pawl and rope drum shall always be kept clean and slightly greased.

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12.187.7 The adjustment of clutch shall not be done by any one lower in rank
than JE (Signal).
12.187.8 Broken wire locks shall be tested for easy movement every quarter by
lifting the compensator weights.
12.188 Reconnection or repairs after wire breakage :
12.188.1 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.
12.188.2 The drum of a trailable or clutch lever shall be reset by an auxiliary
lever.
12.189 Responsibility and Periodicity of Broken Wire Tests : Broken wire tests
mentioned in Para 12.187 shall be carried out by each Senior Section Engineer
(Signal) incharge of maintenance of Double Wire installations atleast once a
year, unless otherwise specified.
12.190 Necessary steps shall be taken to shorten the wire wherever necessary
in a newly laid Double Wire transmission for the wire stretch occuring in the
course of time.
SECTION 'N1 - PAINTING
12.191 JE (Signal) shall, during the course of his monthly inspection, see that
the painters are making satisfactory progress and that the painting work done is
in accordance with the instructions.
12.191.1 Divisional Signal and Telecommunication Engineer or Asstt. Signal and
Telecommunication Engineer incharge of the section shall see that the six-yearly
painting programme is adhered to and that it is completed in due time, He shall,
during the course of his inspection, also see that all the equipment and
apparatus is kept properly painted in accordance with the instructions.
SECTION 'O' - MAINTENANCE SCHEDULES
12.192 The maintenance schedule for various items of 'Mechanical signalling
equipment shall be as in Annexure '7'. At stations having dense traffic and high
speeds, the Railways may prescribe more frequent inspections, if considered
necessary.
Annexure 5
Para 12.40
ESSENTIAL REQUIREMENTS BEFORE INTERLOCKING OF A POINT
Before the interlocking work at points is undertaken, it must be ensured that the
JE/SE( P-Way) has :-

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i) brought the track to correct level and alignment.

ii) eased off rail joints on either side of points to be interlocked and closed the
stock rail joints associated with lock bars.
iii) fully ballasted and packed all points which are to be interlocked and taken
adequate measures to prevent lateral and longitudinal movement of points.
iv) provided creep and level pillars.
v) arranged the sleepers on adjacent tracks in alignment, where rods and wires
have to cross.
vi) seen that the gauge is correct.
vii) provided and fixed special timbers as required.
viii) provided means to prevent creep in the vicinity of points.
ix) fitted gauge tie plates correctly.
x) made the stretchers of such a length so that the throw of switches is as per
approved drawings.
xi) adjusted loose heel switches so that:a) 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.
b) the planed surface of the switch rail fully houses against the stock rail as per
approved drawings.
xii) adjusted fixed heel switches to that:a) they normally lie in the mid-position and flex equally in the normal and
reverse positions.
b) the planed surface of the switch rails fully houses against the stock rails as
per approved drawings.
xiii) fitted flexible stretchers so that they flex equally in the normal and reverse
positions,
xiv) provided a stop for the open position of a single switch layout.
Annexure 6

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Annexure 6
Para 12.134
Sheet 6S. No. EQUIPMENT COLOUR
(vi) Facing point lock lever
Blue
(vii) Economical Facing point lock lever
Upper Half-Black
Lower Half-Blue
viii) Station Master's Control lever Upper Half-White
Lower Half-Black
(ix) Level crossing Gate control lever
Chocolate
(x) Release Lock Lever
Black with a 150mm wide Blue band in the middle.
(xi) Detector (Double Wire) Red and Blue bands 150mm wide alternately.
(xii) Route lever7Upper half-Red
Lower half - Black
(xiii) Siding key control lever Black
(xiv) King lever Red & White bands 150 mm wide alternately.
(xv) Spare lever
White
(b)
Interlocking frame parts and fittings except levers above quadrants.
.
(i) Interlocking frame supports, Quadrants, Levers below Quadrants, locking
troughs, Drop Block, Catch Handle connections, Indicator plates. Black
(ii) Down rods between lever tail and pedestal crank Black
4 Ground and Miscellaneous- Cranks, compensators, wheels, stakes facing
point locks, lock bars detectors, cabin wire adjusters, interlocking key boxes and
foot. Rests.
Black

`
INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

227

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter

XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XIII
OVERHAULING
AND
TESTING
OF
INTERLOCKINGS
ELECTROMECHANICAL AND RELAY INTERLOCKING)

(MECHANICAL,

GENERAL REQUIREMENTS13.1
Interlocking Frames
13.2
System and Equipment Testing
. SECTION 'A' OVERHAULING OF INTERLOCKING FRAMES, INTERLOCKING KEY
BOXES AND STATION MASTER'S SLIDE CONTROL FRAMES
13.3
Periodicity
13.4
Programme of overhauling
13.5
Requirement of materials for overhauling
13.6
Interlocking Frame
13.7
Detailed Instructions for Overhauling
13.8
Resumption of normal working
13.9
Overhauling of Interlocking Key Boxes
13.10
Overhauling of Station Master's Slide Control Frame
13.11
Certificate of Overhauling
. SECTION'B' TESTING OF INTERLOCKING FRAMES, INTER- LOCKING KEY
BOXES AND STATION MASTER'S SLIDE CONTROL FRAMES
13.12
Periodicity
13.13
Programme of Testing
13.14
Essential requirements of Locking to be tested
13.15
Methods of testing
13.16
Testing by the Supervisory SSE/SE/JE (Signal)
13.17
Testing by the Divisional/Assistant Signal and Telecommunication
Engineer
13.18
Instructions for testing
13.19
Test Charts
13.20
Lost Motion Test
13.21
Certificate of testing locking
. SECTION 'C RECORDS
13.22
Records of testing and overhauling
13.23
Date of last overhauling and testing
. SECTION 'D' TESTING AND OVERHAULING OF ELECTRO- MECHANICAL
INSTALLATIONS
13.24
Mechanical Locking
13.25
Electrical Locking
13.26
Testing and overhauling of Electrical Locking
13.27
Testing of other electrical equipments
13.28
Date of last overhauling and testing
13.29
Certificate of overhauling
. SECTION 'E' TESTING OF ELECTRICAL SIGNALLING CIRCUITS
13.30
General
13.31 to 3.32 Test Procedures

228

13.33
Testing Instruments
13.34
Physical inspection of the installation
13.35
Checking of the wiring
13.36
Test of individual circuits
13.37
Testing of individual apparatus
13.38
System Testing of Installation
13.39
Typical testing Procedure for Panel Interlocking/Route
Interlocking Installations
13.40
Periodicity of tests
13.41
Precautions during testing
Annexure 8
Certificate of overhauling interlocking frames
Annexure 9
Certificate of testing locking

Relay

CHAPTER -XIII
OVERHAULING AND TESTING OF INTERLOCKING
(MECHANICAL ELECTROMECHANICAL AND RELAY INTERLOCKING)
GENERAL REQUIREMENTS
13.1 Interlocking Frames
13.1.1 All interlocking frames, interlocking key boxes and Station Master's Slide
Control frames shall be overhauled and tested periodically as per requirements
contained in Section 'A' and 'B' respectively of this Chapter. The records of the
same shall be maintained as per Section 'C' of this chapter.
13.1.2 The Electromechanical Frames shall be overhauled
periodically as per requirement contained in Section 'D'.

and

tested

13.2 System and Equipment Testing

13.2.1 Relay interlocking and solid state interlocking installation shall be tested
as indicated in Section 'E'.
13.2.2 Periodical testing and overhauling of electrical signalling equipment used
in signalling installations shall be done as per requirements contained in Chapter
XIX.
13.2.3 Periodical testing and overhauling of mechanical signalling equipment
used in signalling installations shall be done as per requirements contained in
Chapter XII.

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SECTION 'A' - OVERHAULING OF INTERLOCKING FRAMES, INTERLOCKING KEY

BOXES AND STATION MASTER'S SLIDE CONTROL FRAMES.
13.3 Periodicity
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.
13.4 Programme of overhauling
13.4.1 The Divisional Signal and Telecommunication Engineer 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.
13.4.2 The programme shall indicate:
(a) Particulars of Interlocking Frames, Interlocking Key Boxes and Station
Master's slide control frames to be overhauled month by month;
(b) Dates of last overhauling.
13.4.3 A Copy of the programme shall be supplied to each Supervisory
SSE/SE/JE (Signal) who has to carry out the overhauling accordingly.
13.5 Requirement of materials for overhauling
The Supervisory SE/JE (Signal) 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.
13.6 Interlocking Frame
13.6.1 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 Divisional Safety
Officer for each phase of the work in consultation with concerned Divisional
Signal and Telecommunication Engineer and supplied to the station before
overhauling is commenced.

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13.6.2 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 drivers and for Loco Foreman to advise drivers
to observe the temporary speed restriction shall be issued jointly by the
Divisional Signal & Telecommunication Engineer and the Divisional Safety
Officer.
13.6.3 For the portion of the yard, which is controlled by the Cabin to be
overhauled:(a) Before undertaking overhauling work
communication facilities shall be provided.

wherever

required,

suitable

(b) The Driver shall be issued a Caution order at the last stopping station
instructing him of the speed restriction of 15 Km/h at the station where
overhauling of interlocking frame is in progress.
(c) 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 13.6.2.
(d) Distant/warner signal and main home signal proceed aspect shall be made
in- operative. Distant/warner signal shall be kept at 'ON' position.
(e) Wherever work is required to be done during night hours, adequate lighting
arrangements shall be provided.
(f) Section of the track, on which caution is to be imposed, must be specified.
13.6.4 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.
13.6.5 Disconnection Memo on Form No. S&T/DN (Annexure-2, Chapter XI)
shall be given by the SSE/SE/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.
13.6.6 The issue of caution orders and the imposition of speed restriction of
15KMPH shall remain in force until interlocking frame has been tested by the
authorised official and normal working is restored.
13.7 Detailed Instructions for Overhauling
13.7.1 All interlocking frames shall be overhauled under
supervision of the SSE/SE/JE (Signal) incharge.

the

personal

13.7.2 Before taking up the overhauling of a lever frame, the SSE/SE/JE

(Signal) incharge shall examine the lever frame and collect the necessary
materials to carry out repairs/rectify deficiencies noticed.

231

13.7.3 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.
13.7.4 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.
13.7.5 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.
13.7.6 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.
13.7.7 All worn out/cracked parts must be replaced wherever necessary.
13.7.8 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.
13.7.9 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 12mm 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 10mm. Defects, if any, shall
be rectified.
13.7.10 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.
13.7.11 It shall be ensured that waste cotton pieces or any other foreign
materials are not left inside the locking boxes.
13.7.12 Before replacing the covers, the locking shall be carefully checked with
the approved locking diagram.
13.8 Resumption of normal working
13.8.1 It will be personal responsibility of the Supervisory SSE/SE/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 20 to 30 working levers, normal working can be introduced after
completion of overhauling and testing of interlocking by the Supervisory SSE/
SE/JE (Signal). The Divisional/ District/Assistant Signal & Telecommunication

232

Engineer must, however test the locking as soon as possible after normal
working has been resumed by the Supervisory SSE/SE/JE (Signal).
13.8.2 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 Supervisory SSE/SE/JE (Signal) incharge to intimate the
Signal Officer concerned that the interlocking frame is ready for his test.
13.8.3 In regard to interlocking frames with more than 30 working levers, it will
be the persona! responsibility of the Signal Officer concerned to test all such
interlocking frames after completion of overhauling and to introduce normal
working.
13.8.4 The testing referred to in para 13.8.1 to 13.8.3 shall be carried out as
per approved locking table.
13.8.5 The Divisional/Assistant Signal & Telecommunication Engineer 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.
13.9 Overhauling of Interlocking Key Boxes
13.9.1 Interlocking Key Boxes must be overhauled under the personal
supervision of the SSE/SE/JE (Signal) incharge.
13.9.2 Disconnection Memo on Form S&T/DN (Annexure-2, Chapter XI) shall be
issued by the SSE/ SE/JE (Signal) to the Station Master on duty and his
signature obtained before starting and reconnection memo issued after
completion of the overhauling work.
13.9.3 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/SE/JE (Signal) in-charge.
13.10 Overhauling of Station Master's Slide Control Frame
13.10.1 Station Master's Slide Control Frames shall be overhauled under the
personal supervision of the SSE/SE/JE (Signal) incharge.
13.10.2 Instructions for working of Traffic during overhauling as laid down in
paras 13.6.1 and 13.6.2 shall be applicable during overhauling of Station
Master's Slide Control Frames.
13.10.3 The Supervisory SSE/SE/JE (Signal) incharge shall issue disconnection
memo on Form S&T/DN Annexure -2 (Chapter XI) 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.
(a) The Cabin man on duty should be instructed to see that no signals are taken
'OFF' by him unless permitted by the Station Master on duty.

233

(b) 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.
13.11 Certificate of Overhauling
Locking overhauling certificates on Form S&T/LO Annexure-8 for all interlocking
frames, interlocking key boxes and Station Master's slide control frames shall be
promptly submitted by the SSE/SE/JE (Signal) to the Divisional Signal &
Telecommunication Engineer, in duplicate. The Divisional Signal and
Telecommunication Engineer shall, after necessary scrutiny forward a
consolidated statement of the overhauling carried out every quarter along with
one copy of the Certificate to the Chief Signal & Telecommunication Engineer for
his record.
SECTION 'B' - TESTING OF INTERLOCKING FRAMES, INTERLOCKING KEY BOXES
AND STATION MASTER'S SLIDE CONTROL FRAMES.
13.12 Periodicity
13.12.1 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.
13.12.2 Locking shall also be tested before opening a new installation, after
every addition and alteration and immediately after overhauling.
13.13 Programme of Testing
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 'A' for overhauling. The testing programme shall be
arranged as follows: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.
13.14 Essential requirements of Locking to be tested
13.14.1 It is essential that the interlocking of all signals with the points is so
effected as to ensure the following conditions :(a) 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.
(b) It shall not be possible to take 'OFF' conflicting signals at the same time.

234

(c) When signals are at 'ON', all points, which would be locked by the taking
'OFF' of such signals, shall be free.
(d) 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.
(e) 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' to proceed aspect.
13.14.2 The locking in the frame shall correspond with that shown in the
approved Interlocking Table.
13.14.3 The Locking shall be strong, durable and accurate and it should not be
possible (a) for any mechanical lock to enter a notch other than that for which it is
intended;
(b) to force the locking.
13.14.4 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.
13.14.5 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.
13.14.6 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.
13.15 Methods of testing
There are two methods of testing the locking :(i) against the Interlocking Table, and
(ii) against the signalling Plan.
13.16 Testing by the Supervisory SSE/SE/JE (Signal) :The supervisory SSE/SE/JE (Signal) shall test locking against the interlocking
table and do spot checks from the Signalling Plan.
13.17 Testing by the Divisional/Assistant Signal and Telecommunication
Engineer

235

Divisional
Signal
&
Telecommunication
Engineer/Assistant
signal
&
Telecommunication Engineer shall test locking against the interlocking table as
well as make spot checks from the Signalling Plan.
13.18 Instructions for testing
13.18.1 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.
13.18.2 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.
13.18.3 Some examples of testing locking are as follows A. Warner Signal
(i) Try the Warner lever. It should be locked.
(ii) 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.
(iii) Pull over the relative Main Home and Outer levers and try the Warner lever
again. It should be locked.
(iv) 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.
(v) After pulling the Warner lever, see if the Outer, the Home and the Starter
signal levers are back locked.
(vi) 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.
B. Stop Signal
(i) 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.
(ii) See that all conflicting point and signal levers, both in advance and in rear of
the signal under test, are locked.
(iii) 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.

236

(iv) Try each conflicting signal with the signal lever under test in the normal
position, pulling such levers as required releasing each conflicting signal.
(v) 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.
C. Junction Signal Test
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 :(i) Try 1 and 2. Both should be locked.
(ii) Pull 3 and try 1, 2 and 4.2 and 4 should be locked and 1 free.
(iii) Pull 1 and see that 3 is back locked.
(iv) Replace all levers and pull 4 and 3.1 should be locked, 4 locked in reverse
and 2 free.
(v) Pull 2 and see that 3 is back locked.

D. Point Locking
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.
E. Special Locking
Figure 2 is an example of special locking, where 1 is released by 3 when 2 is
normal. The method should be as follows :(i) Try 1,1 should be locked,
(ii) Pull 2 and try 1,1 should be free,
(iii) Pull 1,3 should be locked and 2 backlocked.
(iv) Replace all levers. Pull 3 and try 1,1 should be free,
(v) Pull 1,2 should be locked and 3 backlocked.

237

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.

F. 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.
G. 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.
13.19 Test Charts
Test Charts showing the manipulation of various levers to check each locking as
detailed in para 13.18.3 should preferably be prepared to facilitate testing of
large interlocking frames.
13.20 Lost Motion Test
When a lever or catch handle which should be locked can be moved more than
the allowance stipulated in para 13.7.9 it should be considered as having too
much lost motion, which must be removed.
13.21 Certificate of testing locking
Certificate of Testing locking on Form S&T/LT (Annexure-9) for all interlocking
frames, interlocking Key Boxes and Station Master's slide control frames shall be
promptly submitted by the SSE/SE/JE (Signal) to the Divisional Signal &
Telecommunication Engineer in duplicate. The Divisional Signal and
Telecommunication Engineer shall, after necessary scrutiny, forward a
consolidated statement along with a copy of the certificate to the Chief Signal
and Telecommunication Engineer for his record.
SECTION 'C' - RECORDS
13.22 Records of testing and overhauling
Record of testing and overhauling of interlocking frames, interlocking key boxes
and Station Master's slide control frames shall be maintained as follows :(a) At individual stations : In the Signal incidences and Inspection register.

238

(b) With the SSE/SE/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.
(c) With the Divisional Signal & Telecommunication Engineer and the Chief
Signal & Telecommunication Engineer: 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 (i) Testing or overhauling due "current period".
(ii) Testing or overhauling "over -due".
(iii) Testing or overhauling "done during the period".
(iv) Testing or overhauling "done during previous period and not requiring
immediate attention".
(d) 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/SE/JE (signal) and the Divisional Office.
13.23 Date of last overhauling and testing
Date of last overhauling and testing shall be painted on the lever frames,
interlocking key boxes and Station Master's slide control frames.
SECTION 'D' INSTALLATIONS

TESTING

AND

OVERHAULING

OF

ELECTROMECHANICAL

13.24 Mechanical Locking

13.24.1 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.
13.24.2 The mechanical locking of interlocking frames shall be tested for lost
motion, as per para 13.7.9 and lost motion, when in excess of the prescribed
limits, shall be removed.
13.25 Electrical Locking
13.25.1 In electromechanical installations electric lever locks, key transmitters,
circuit controllers etc shall be provided as per approved plan.
13.25.2 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.

239

13.25.3 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 energies 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.
13.26 Testing and overhauling of Electrical Locking
13.26.1 Mechanical interlocking frames provided with electrical signalling
equipment shall be tested and overhauled as per requirements contained in
Chapter XIX.
13.26.2 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.
13.26.3 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.
13.26.4 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.
13.26.5 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.

240

13.27 Testing of other electrical equipments

13.27.1 Instructions contained in section 'E' for testing of electrical signalling
installations shall also apply to electromechanical installations wherever
relevant.
13.27.2 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 ten Mega Ohm. Defective equipments shall be replaced.
13.27.3 Moving parts of circuit controllers, their mechanical connections and
contact makers shall be checked. Repairs and replacements should be carried
out wherever necessary.
13.28 Date of last overhauling and testing
Date of last overhauling and testing should be painted on the interlocking
frame.
13.29 Certificate of overhauling
Locking overhauling certificate on Form S&T/LO Annexure -8 (para 13.11) for all
mechanical interlocking frames shall be promptly submitted by the SE/JE
(Signal) to the Divisional Signal & Telecommunication Engineer, who shall after
necessary scrutiny forward a consolidated certificate to the Chief Signal &
Telecommunication Engineer.
SECTION 'E' - TESTING OF ELECTRICAL SIGNALLING CIRCUITS
13.30 General
The checking and testing of electrical signalling installations may be divided into
five different groups as detailed below:
13.30.1 Physical inspection of the installation.
13.30.2 Checking of the wiring and cables.
13.30.3 Testing of the individual circuits.
13.30.4 Testing of individual apparatus.
13.30.5 System testing of the installation.
13.31 Test Procedure
Systematic methods such as marking on locking/selection tables and suitably
and clearly marking on the circuit diagrams while checking the circuits and
equipment should be adopted to ensure that all circuits have been completely
checked.

241

13.32 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.
13.33 Testing Instruments
Suitable instruments should be used in the testing of electrical signalling
circuits. Calibration of these instruments should be checked periodically.
13.34 Physical inspection of the installation
13.34.1 It shall be checked that the work has been carried out in accordance
with the approved plans and that equipment is of proper type and is in good
condition.
13.34.2 The following aspects shall be checked during the physical inspection:
a) The signals, location boxes and other out-door equipment are as per
approved plans and are in good condition. Arrangements for proper ventilation,
where provided, are not choked.
b) Each location contains all the apparatus required as per approved plans, the
apparatus is of approved type and that the power supply equipment, batteries,
fuses, etc., are installed according to the approved plan and specification.
c) The location of insulation joint, jumper wiring, traction bonding in electrified
areas, point machines, switch locks and other apparatus is as per approved
plans and their condition is satisfactory.
d) The electrolyte, inter-connections between cells, cell voltage etc., are in
required condition as per relevant specifications or instructions.
e) Each wire is tagged or marked where feasible so that it can be identified at
each end and the nomenclature on the tag corresponds to that on the wiring
diagram. The tags or other sleeves of identification shall be of insulating
material.
f) The number of wires terminated on each terminal or relay terminal boards or
other devices are counted and tallied with the number of wires shown in the
wiring diagrams.
g) All connections on terminals and binding posts are properly secured,
h) The lightning arrestors are properly connected and earthed as per plan.
i) Detailed specifications & instructions for inspection and testing of different
types of equipment as applicable to them should be available.
j) All other equipment such as lever frames, cable sheaths, signal screens,
location huts, etc., in A.C. electrified areas are properly earthed as per
requirements contained in Chapter XXII.

242

k) No equipment including relays are due for overhauling.

13.35 Checking of the wiring
13.35.1 Wiring shall be checked to ensure that it has been carried out as per
approved wiring diagram. Point to point testing shall be carried out before
plugging in the relays. Wires shall be tested one by one for continuity and
insulation.
13.35.2 Prior to conducting continuity and insulation test, contact occupancy
test must be carried out for each relay as per the contact analysis available. The
number of contacts allotted must tally.
13.35.3 During the course of continuity testing, wire count test shall also be
done simultaneously to verify the number of wires actually available on each
contact.
13.35.4 All cables shall be tested in accordance with the instructions given in
Chapter XV.
13.36 Test of individual circuits
13.36.1 It shall be checked that each individual circuit is actually controlled by
the proper contacts of the relays or other devices as per wiring diagram.
13.36.2 Where feed to a particular device is controlled through two or more
paths in parallel, the check of each path must be carried out separately.
13.36.3 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.
13.36.4 Once the indoor wiring works are completed before conducting the
system testing as detailed in para 13.38, simulation test shall be conducted.
This will ensure the correctness of indoor system, complete. System testing
shall be carried out after all the field functions are connected to the relay room.
13.37 Testing of individual apparatus
Testing shall be done as per relevant paras of Chapter XIX in accordance with
specification & instructions applicable to each individual apparatus.
13.38 System Testing of Installation
13.38.1 After the tests mentioned in previous paras have been carried out, the
electrical installation shall be subject to the detailed operational/system tests.
13.38.2 These tests shall be planned carefully. Requisite number of staff
considered essential for carrying out such tests shall be selected and deputed to
concerned locations. They should be equipped with requisite tools, meters,
portable telephones and/or walkie talkie sets so that they are in contact with the

243

official in charge of testing and other testing parties and take such action as
directed.
13.38.3 These tests shall be carried out against
Table/Control Table/Route Chart and Signalling Plan.

approved

Selection

13.38.4 Complete tests shall be carried out against approved Selection

Table/Control Table/Route Chart. Checks against signalling plans for main signal
routes and a few spot checks of the remaining routes shall also be carried out.
13.38.5 Following guide lines are laid down for carrying out system tests:(a) Signal Control Circuits
Each route shall be set individually by operating control lever or switch (es)
and/or button (s) as the case may be. After checking that the signal for this
particular route has been cleared, each track circuit controlling the signal shall
be shunted individually to check that the signal goes back to danger. Similar
tests shall again be made by de-energizing point detection relays and other
relays controlling this route. Each such relay will be de-energized individually
and it shall be checked that the signal goes back to danger.
(b) Approach Locking
Each route shall be set up individually. After ensuring that the signal for this
particular route has been cleared, each track circuit controlling the approach
locking shall be de-energised in turn. The signal shall be put back to 'ON'.
Efforts shall be made to alter the route under test and to set up conflicting
route. It shall be checked that it is not possible to cancel the route set up and/or
to set up a conflicting route and/or to individually operate any point in the route
under test. This locking shall be effective till the set route is cancelled and the
time release circuit has operated provided the track beyond the signal is not
occupied.
(c) Route Release
(i) Tests shall be carried out to ensure that once a signal is cleared for a
particular route, position of none of the points in the route can be changed when
track circuit immediately in advance of the signal is de-energised.
(ii) Where sectional route release is provided, it shall be ensured that a sub
route does not release only by picking up of the concerned track relay (s) but
the same should be released only after the next track circuit has also dropped
and picked up.
(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.

244

(d) Time Release

Time release, where provided, shall be tested to ensure that it will be possible
to alter the route or set up a conflicting route or change the position of the
points in the route only after the signal is put back to 'ON' and the prescribed
time interval has lapsed. Similar tests shall be carried out for overlap release,
where time release is provided for releasing the overlap after the occupation of
the berthing track.
(e) Dead Approach Locking
Where dead approach locking is provided, the same test procedure as in (b) will
be adopted except that there is no controlling track circuit to be de- energised.
After the signal has been taken 'OFF', the approach locking shall be effective till
the signal is put back to 'ON' and time release circuit has operated.
(f) Signal Indication Circuits
Indication of 'ON' aspect of all signals shall be checked for its correspondence
with aspect displayed at site. Each signal shall then be cleared after setting its
route and the indication of each aspect shall be checked for its correspondence
with the aspect displayed at the site. This test shall be carried out for each
signal as well as for direction type route indicator where provided. In the case of
later, it shall also be ensured that the indication relay is not energised and the
indication does not appear until the minimum number of lamps as required are
actually lit.
(g) Point Controlling Circuits
Each point shall be set to reverse position by operating the controlling
lever/switch/button. 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.
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.
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
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

245

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.
The operation of the detection relay to the correct position as well as its deenergisation 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 could be operated from the cabin/ panel. It shall also
be checked that when the signal reading over the concerned route/zone is taken
'OFF', the crank handle cannot be released from its normal position in Electric
Key Transmitter/other approved Relay interlocking arrangement.
(j) Testing of Track Circuits
Testing and inspection shall be done as per Chapter XVII.
13.39 Typical testing Procedure for Panel Interlocking/Route Relay Interlocking
Installations
Typical testing procedure for panel interlocking /Route Relay interlocking
installations are given below. It shall be ensured that the interlocking system
conforms to the approved relay interlocking specification.
13.39.1 Panel Interlocking installation:

(i) Point Locking

Operate point No. 2 to reverse position and clear the signal route No. 2WBI by
operating signal switch/button. Operate point knob 2 to normal. The point
should remain locked. Restore the point knob to reverse. De-energise 2RWKR.
Signal 2WBI shall go to 'ON'. Restore the signal switch/button to normal. When
point No. 2 is free, shunt the track 2T. Turn the point knob 2 from reverse to
normal. The point should remain locked.
(ii) Approach locking
Take 'OFF signal for route No. 2WBI by setting the points in required position.
Normalize the signal switch with A2WT clear. The signal assumes 'ON' position.
Try to alter the route, it should be free.

246

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 sees, time delay has lapsed.
(iii) 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.
(iv) Track Circuit Controls
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 reclear 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.
(v) Back locking
(a) Clear the signal 2W for route 2 WBI again. Shunt the track 2WT. The signal
should go to 'ON'. Normalize the signal switch/button. 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.
(b) Clear the signal route 2WBI again and de-energize the L-xing gate control
relay. The signal should go to 'ON'. Re-energize the relay, the signal should
assume 'OFF' aspect.
13.40 Periodicity of Tests
13.40.1 All the tests indicated in Para 13.30 shall be conducted at the time of
new installation or making any alteration to the existing installations.
13.40.2 Periodical Testing
13.40.2.1 In a working installation, the following periodical tests shall be done:
(i) Physical inspection as per Para 13.34 once in a year or earlier to the extent
feasible;
(ii) System tests as per Para 13.38 once in three years or earlier;
(iii) Insulation tests on Cables as per Para 15.23.1.
(iv) Test of individual apparatus in accordance with specifications and
instructions applicable for each apparatus as stipulated in Chapter XIX

247

13.40.2.2 It will be personal responsibility of supervisory SSE/SE/JE (Signal) to

test all Electrical signalling circuits of relay interlocking up to 20 routes.
13.40.2.3 It will be personal responsibility of Signal Officer concerned to test all
electrical signalling circuits of relay interlocking with more than 20 routes.
13.41 Precautions during Testing
Following precautions in addition to what is stipulated in para 11.4 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 voltage is applied to the equipment.
(f) There should be no risk of electric shock to testing or operating personnel.
Form No. S&T/LO
Annexure 8
Para 13.11

....................RAILWAY
SIGNAL
AND
TELECOMMUNICATION
OVERHAULING INTERLOCKING FRAMES

DEPARTMENT

CERTIFICATE

OF

No........................
To
The
Divisional
Signal
and
......................................Division

Telecommunication

Engineer,

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 /Cabin name
Apparatus overhauled
Date of last overhaul
Date
overhauled
Reference to plans Remarks
. .
.
.
Locking table, locking diagram Signalling plan
.
. .
.
.
.
.
.
. .
.
.
.
.
.

248

.
.
.

.
.
.

.
.
.

.
.
.

.
.
.

.
.
.

.
.
.

Dated:
Signature.... ............
Designation...............
Station....................
Form No. S&T/LT
Annexure 9
Para 13.21
...........................RAILWAY
SIGNAL AND TELECOMMUNICATION DEPARTMENT CERTIFICATE OF TESTING
LOCKING forthe 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 of Station /Cabin
Apparatus tested Date of last
test
Date tested Tested against
Remarks
Signalling plan
. .
.
. .
.
. .
.
. .
.
. .
.

Locking table/ selection table

.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.

Dated:
Signature.... ...........
Designation..............

249

Station...................

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XIV
LEVEL CROSSING14.1 General
14.1.1
Classification of level crossings
14.1.2
Gates
14.1.2.1 Non-interlocked gates
14.1.2.2 Interlocked gates
14.1.2.3 Engineering gates
14.1.2.4 Traffic gates
14.1.3
Normal position of gates
14.1.4 to 14.1.7
Equipment at level crossing
14.1.8
Interlocking
14.1.9
Communication
14.1.10 Approach warning
14.2
Installation
. (A) Instructions applicable to both mechanical and electrical lifting barriers
. (B) Mechanical lifting barriers
. (C) Electric lifting barrier
14.3
Maintenance
14.3.1
Mechanical lifting barriers
14.3.2
Electric lifting barrier
Annexure 10
Safety measures to be provided at Level Crossings
Annexure 11
Maintenance schedule of Level Crossing

CHAPTER -XIV
LEVEL CROSSING
14.1 GENERAL

250

This chapter should be read in conjunction with chapter III and chapter. XVI of
General Rules, 1990andchapter.VII of SEM, Part 1, 1988
14.1.1 CLASSIFICATION OF LEVEL CROSSINGS : The classification of road-rail
surface level crossings shall be decided by the Engineering Department as per
para 902 of Indian Railways Permanent Way Manual (IRPWM). Level crossings
have been classified as under:
Special)
A Class) ...for roads
B Class)
C Class)
D Class - for cattle crossings
14.1.2 GATES : The closing arrangement for gates may be of swing/movable
type or lifting barrier type of approved design.
Gates can be broadly divided into the following categories:
i) Non-interlocked gates and Interlocked gates
ii) Engineering gates and Traffic gates
14.1.2.1 NON-INTERLOCKED GATES : These gates may be in the form of lifting
barriers or swing/ movable gates of approved design. These gates are installed
and maintained by Engineering department.
14.1.2.2 INTERLOCKED GATES : At interlocked gates, interlocking and
communication equipment are provided and maintained by S&T department
14.1.2.3 ENGINEERING GATES : Gates outside station limits are called
Engineering gates and are manned and operated by Engineering staff. These
gates may be non-interlocked or interlocked. with signals.
14.1.2.4 TRAFFIC GATES:- Gates within station limits are called Traffic Gates
and are manned and operated by Traffic staff. These gates may be noninterlocked or interlocked with signals.
14.1.3 NORMAL POSITION OF GATES: Normal position of gates shall be as per
para 904 and 907 of IRPWM.
14.1.4 EQUIPMENT AT LEVEL CROSSING : The Level crossings shall be provided
with equipment as per para 910 of IRPWM. These equipments are provided and
maintained by Engineering or Traffic department.
14.1.5 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.

251

14.1.6 The Working Instruction of level crossings within station limits shall be
incorporated as an appendix to Station Working Rule/Instruction of the station
and shall also kept at the gate lodge.
14.1.7 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-10.
14.1.8 INTERLOCKING:
14.1.8.1 Interlocking shall be provided as per para 7.82 of SEM, Part I.
14.1.8.2 Where interlocked level crossings within station limits are operated
from a place other than the place of operation of the signal protecting the gate,
arrangements of interlocking should be such that the last operation before
taking 'off the signal should be the closing of the gate and the first operation
after the train has cleared the level crossing and the signal has been put back to
'ON' position should be the opening of the gate by the Gateman
14.1.8.3 Approach locking and back-locking shall be provided on the control
lever of the interlocked level crossings situated on sections provided with
automatic signalling. The approach locking shall be effective from the moment
the train occupies the track circuit provided at braking distance in rear of the
gate signal and the back-locking shall be effective until the train clears the level
crossing.
14.1.9 COMMUNICATION : Telephone communication between the Gate-lodge
and the Station Master's office shall be provided in accordance with para 2 of
Annexure -10. Such telephone communication may be provided to the
Switchman instead of Station Master's office to suit the local operating
condition.
14.1.10 APPROACH WARNING : 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-10
14.2 INSTALLATION
(A) INSTRUCTIONS APPLICABLE TO BOTH MECHANICAL AND ELECTRICAL
LIFTING BARRIERS
14.2.1 At stations, it is desirable that level crossings should not be located
fouling reception, stabling lines and signal overlaps.. As far as possible, level
crossings should be provided at a place which gives an uninterrupted view not
only to drivers of approaching trains but also to the road users.
14.2.2 Lifting barrier of approved design and drawing shall be installed.
14.2.3 Locking arrangement at the interlocked gate shall be as per approved
plan and wiring diagram.

252

14.2.4 The minimum distance of gate post from the centre line of nearest track
shall be as per para 904 -Annexure 9/1 of IRPWM.
14.2.5 Foundation for pedestal shall be of adequate strength.
14.2.6 Lifting barrier shall have two booms, one each on either side of the track.
14.2.7 The boom of the barrier shall extend across the full width of the road. It
shall be installed perpendicular to the road.
14.2.8 The boom rest (stop post) shall be in alignment with the boom.
14.2.9 When the gate is closed to road traffic, clearance between the road
surface level and the boom shall be 0.8 to 1 metre. The road surface level shall
be maintained as per para 904 -Annexure 9/1 of IRPWM.
14.2.10 The open position of the lifting barrier shall be within 80 to 85 deg.
from the horizontal and the closed position shall be within 0 to 10 deg. from the
horizontal.
14.2.11 Lifting barrier shall be so installed that it shall be possible to stop or
reverse its movement at any point during operation without damage.
14.2.12 At the centre of the boom, the lifting barrier shall be provided with a
600mm dia red disc having red reflector/luminous strip facing the road traffic.
14.2.13 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. The
fringes, if provided, shall also be painted.. Fluorescent or any other approved
type of paint shall be used for yellow colour.
14.2.14 The fringe and flat bar where provided shall be straight.
14.2.15 Signals and Warning boards shall be provided as per section 'D' and
section 'E' of Chapter VII of SEM, Pt I, respectively. Markers on signals in
automatic signalling territory shall be provided as per para 7.168.
14.2.16 Gate signalling shall match sectional signalling.
14.2.17 In semaphore signalling territory, where distant/separate warner signal
is worked with electric signal machine, indication locking shall be provided on
gate signal lever.
14.2.18 Approved type of train detection device shall be provided for initiating
approach warning. The device shall be so located as to provide the warning for
at least 60 seconds. The warning shall continue till the train reaches the level
crossing.
14.2.19 (Left blank intentionally)
14.2.20 A gate Working diagram shall be provided at the place of operation for
all interlocked level crossing gates located outside the station limits.

253

14.2.21 In RE area, power supply for level crossing located outside station limits
shall be made available from both UP and DN AT supply in accordance with para
20713.2 (iii) of ACTM' Vol. II (Part I).
14.2.22 For interlocking a level crossing in RE area, neutral section shall be
relocated wherever minimum distance between gate signals and neutral section
is not available as per para 16.4 and 16.5 of AC Traction Manual (Volume II,
Part II)
14.2.23 In RE area, proper precautions as stipulated in SEM chapter XXII should
be taken.
14.2.24 All relays, batteries, etc. for operation of gate and gate signals shall be
kept in proper sealed and locked condition.
14.2.25 Telephone or any other approved communication equipment shall be
fixed inside gate lodge on a wooden or on any other approved type shelf/box at
1200 mm to 1500 mm height from ground level. The wiring for communication
equipment shall be provided through a PVC pipe/ boxing.
14.2.26 Rumble strip, speed breakers and warning signs to road user shall be
provided by Engg. department as per extant instruction.
14.2.27 In case of wider roads provided with road divider, provision of two half
barriers, each set operated diagonally by a separate winch may be considered.
(B) MECHANICAL LIFTING BARRIERS
14.2.28 A separate fracture segment shall connect the boom with the
mechanism near the pivot. Fracture segment mounting shall be of such a design
that it can be transported, replaced easily and quickly and in case of a mighty
hit shall allow for the break of the segment without endangering the mechanism
itself.
14.2.29 Winch for the operation of the lifting barrier shall be located at a place
(including cabin) not exceeding 150 metres from the gate and having clear
visibility of the road.
14.2.30 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.
14.2.31 It shall be ensured that the roller fitted to the rope drum enters the
Trunnion bracket and activates the boom for closure/opening.
14.2.32 It shall be ensured that Boom locking is effective and it is not possible
to lift the boom by more than 10 degree from closed position.
14.2.33 The wire rope shall not overlap at the winch and rope drums.
14.2.34 The guy rod shall be given sufficient tension for smooth operation of the
boom.

254

14.2.35 Oil holes, grease nipples, etc. shall be provided with spring loaded
covers.
14.2.36 It shall be possible to extract the key from the winch only when the
gate is fully closed.
14.2.37 At swing/movable types of interlocked gates, interlocking shall be
achieved through 'E' type locks.
(C) ELECTRIC LIFTING BARRIER
14.2.38 Where power supply is available, all new installations of interlocked
level crossing gates of special class, A, B class & in suburban section should
preferably be provided with electrically operated lifting barrier. 'Electric Lifting
barrier shall be of an approved design.
14.2.39 The boom shall be either metallic or any other approved type. The
metallic type boom shall be segmented for easy transport, installation and
replacement.
14.2.40 Operation of the lifting barrier may be provided from a control panel or
SM slide or by any other approved equipment.
14.2.41 At the centre of the boom, a red light shall be provided. This light shall
show red light to road traffic when gate is closed.
14.2.42 Proper operation of lifting barrier by a hand crank shall be checked.
14.2.43 The boom must be so balanced that in case of failure of power supply,
the barrier shall remain in the position last assumed.
14.2.44 In non-RE area, power supply equipment shall be installed. in a
separate room or location box or in the gate lodge.
14.3 MAINTENANCE
14.3.1 MECHANICAL LIFTING BARRIERS :
14.3.1.1 All moving parts shall be properly lubricated.
14.3.1.2 Gears, rope drums and wire rope shall be doused with soft grease.
14.3.1.3 Cleaning of rodding and wire transmission should be done properly.
Cleaning of all pipes and ducts to prevent obstruction by accumulation of dirt
shall be ensured.
14.3.1.4 All bolts and nuts shall be tightened and split pins shall be split
properly.
14.3.1.5 Worn out pins, if any, in the crank shall be replaced.

255

14.3.1.6 It shall be ensured that both the booms are parallel in open condition.
14.3.1.7 Proper adjustment of wire sag and tension shall be made.
14.3.1.8 Integrity of interlocking and boom locking shall be checked.
14.3.1.9 Rusty wires and rodding shall be replaced.
14.3.1.10 It shall be ensured that 'E' type lock which locks the winch should also
lock winch handle in closed position of barrier.
14.3.1.11 All gate locking apparatus must be examined regularly and working
parts kept oiled. Gate locks must be kept in good working order.
14.3.1.12 Proper working of audio/visual warning shall be ensured.
14.3.2 ELECTRIC LIFTING BARRIER:
14.3.2.1 Machines must be kept in good condition, free from rust, dust and dirt.
14.3.2.2 The bearing surface and moving parts of the electric lifting barrier shall
be lubricated properly
14.3.2.3 Contacts must be kept clean and in proper adjustment. If contact
surfaces are pitted, they must be replaced.
14.3.2.4 Commutator and Brushes.
a) Commutator must be clean, smooth and have a bright appearance.
b) Brushes must be kept clean and properly bedded on the commutator.
Brushes should have proper pressure and should be free in brush holders.
14.3.2.5 Friction clutch must be so adjusted that the same should get declutched when the boom is raised or lowered fully and the power supply is not
cut off.
14.3.2.6 The shock absorber at the boom rest (stop post) must be kept properly
adjusted.
14.3.2.7 The time of operation of electric lifting barrier shall not exceed
stipulated time. Measured value of current should not exceed rated values.
14.3.2.8 The satisfactory functioning of the lifting barrier by a hand crank shall
be checked.
14.3.2.9 All gate locking apparatus must be examined regularly and working
parts kept oiled. Gate locks must be kept in good working order.
14.3.2.10 Proper working of audio/visual warning shall be ensured.

256

14.3.3 Approach warning arrangement where provided, is working satisfactorily

and effectiveness of Approach and Back locking provided shall be ensured.
14.3.4 Electrical Lever Locks, ESR, Signal machines, HKTs etc. shall be
maintained in accordance with instructions laid down in Chapter XIX of this
manual.
14.3.5 Maintenance of Levers, signals and overhauling of lever frames shall be
as per instructions laid down in chapter XII of this manual.
14.3.6 Track circuits/Axle counters, if provided, shall be maintained in
accordance with instructions laid down in chapter XVII of this Manual.
14.3.7 The telephone communication facilities where provided between Level
Crossing gates and the adjoining stations shall be checked in regard to their
satisfactory functioning.
14.3.8 Heavy repairs, renewals or alterations to gate interlocking must not be
carried out until Jr. Engineer/Section 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.
14.3.9 Sectional Signal engineer shall maintain a register indicating details of
each class of level crossing gate in regard to its location, number, type of gate
provided, provision of communication, interlocking arrangement, provision of
approach warning and flash lights etc., pertaining to his section. A statement in
regard to the above should be submitted on first January and first July every
year, to the Sr. Divisional Signal and Telecommunication Engineer/Divisional
Signal and Telecommunication Engineer.
14.3.10 Maintenance Schedule as laid down in Annexure-11 shall be followed.
This may be modified by CSTE of the Railway to suit local needs.
Annexure10

Annexure 11

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

257

CHAPTER-XV
CABLES15.1
General
.
Part I Cables
. SECTION 'A' - REQUIREMENTS
15.2
Types of cables
15.3
Planning
15.4
Laying cable above ground
15.5
Cable laid underground
15.6
Laying of cable in ducts
15.7
Laying of different type of cable in same duct
15.8
Laying of other department cable
15.9
Storing & transportation of cable
. SECTION 'B' INSTALLATION
15.10
Paying out & testing the cable
15.11 to 15.13 Laying
15.14
Cable crossing
15.15
Cable markers
15.16
Precaution to be taken while carrying the cable
15.17
Excavation of trenches
15.18
Back filling of the trench
15.19
Earth of the trench
15.20
Laying near to sleeper
15.21
Cable Joints
15.22
Supervision of cable laying
. SECTION 'C' MAINTENANCE
15.23
Testing of cables
15.24
Earth leakage detectors
15.25
Cable termination devices
15.26
Excavation in the vicinity of underground signalling cable
15.27
Inspection of protective work
. Part II Overhead Lines
Annexure 12
Instruction for insulation resistance testing of signalling cable
Annexure13
(Left blank intentionally)

CHAPTER -XV
CABLES
15.1 GENERAL

258

Railway signalling circuits should normally be carried on cables. Overhead lines

may be used on branch lines. For new works, signalling circuits shall only be
carried on cables. In 25 KV AC electrified areas, overhead lines shall not be
used.
PART I - CABLES SECTION 'A' - REQUIREMENTS
15.2 TYPE OF CABLES
Cables used for carrying signalling, circuits shall conform to relevant approved
specification. The conductors used shall be of annealed copper and of approved
size.
Power cable used for carrying power supply for signalling circuits shall conform
to relevant approved specification. The size of conductor shall be so selected as
to suit the electrical load.
15.3 PLANNING
15.3.1 While planning for cabling on a route, the number of conductors
required, depending upon the circuits should be first determined. Recommended
core sizes as per specifications shall be used.
15.3.2 Adequate spare conductors to a minimum of 20% of the total conductors
used shall be provided for in each main cable up to the farthest point zone,
beyond this there should be a minimum of 10% spare conductors of the total
conductors used. No spare conductors are required if the total number of
conductors used is 3 or less. The spare conductors shall be provided on the
outermost layer.
15.3.3 Where a number of cables have been laid along a route, the circuits shall
be so distributed that cables can be disconnected for maintenance purpose with
the least possible dislocation to traffic. Line wise and, if necessary; function wise
cable shall be provided. Auxiliary signals shall be taken in different cables.
15.3.4 After deciding the size and the number of conductors in the different
types of cables to be used on a route, a foot survey along the track should be
done to determine the best route for the cable.
15.3.5 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.
15.3.6 Cable route plan shall also be approved by Engineering and Electrical
department.
15.3.7 As far as possible low lying areas, platform copings, drainages,
hutments, rocky terrains, points and crossings, should be avoided

259

15.3.8 Separate cables of suitable size shall be laid for point operation.
15.4 LAYING CABLES ABOVE GROUND
Signalling cables for out door 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: In AC electrified areas cables shall be laid underground only. For laying
cables in RE area instructions laid down in chapter XXII of SEM shall also be
followed.
15.5 CABLES LAID UNDERGROUND
Cables may be laid underground, either in the trench, in ducts, in cement
troughs, in pipes or in any other approved manner.
15.6 LAYING THE CABLES IN DUCTS
15.6.1 RCC, masonry or any other approved type of ducts may be used for
laying the cable.
15.6.2 The ducts shall have suitable covers.
15.6.3 The ducts shall be of such design as to prevent water collecting in the
duct.
15.6.4 When cables are laid in rocky area, it is desirable to protect them with
split RCC ducts of suitable design.
15.6.5 Where it is necessary to take the cable between the tracks, it shall be
carried in trunking kept sufficiently below the ballast level.
15.7 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

260

ii) Signalling cable

iii) Power cable
15.8 Cables belonging to the Posts & Telegraphs Department or the Electrical
Department must not be laid in the same trench along with Signal &
Telecommunication cables. A distance of approximately 10 cm must be
maintained between telecommunication cable and signalling cables. The
signalling cables must be separated from power cables by a row of bricks
between them.
15.9 STORING AND TRANSPORTATION OF CABLE.
15.9.1 Cable drums shall not be stacked on flat side. Suitable stoppers shall be
placed for stability.
15.9.2 Cable drums shall have easy access for lifting and moving.
15.9.3 When rolling the cable drum either for unloading or transportation, the
drum shall always be rotated in the direction of the 'arrow' which is marked on
the drum.
15.9.4 The drums shall not be rolled over objects that could cause damage to
the protective battens of the cable.
15.9.5 When unloading is carried out from the vehicle the drum shall not be
dropped on the ground directly to avoid damage due to impact. Fork lifter or
ramp shall be used.
15.9.6 During all stages of storage, it is essential that the ends of the cable are
effectively sealed by end cap or in any other approved manner to avoid water
entry into the cable.
15.9.7 It is desirable that cable drums are stored in covered shed to protect
against direct exposure to sun.
SECTION 'B' INSTALLATION
15.10 PAYING OUT AND TESTING THE CABLE
15.10.1 For paying out cables, the cable drums shall be mounted on cable
wheels. It should be ensured that no kink is formed while paying out the cable.
15.10.2 The drum on the wheel shall be brought to one end of the trench and
the end of the cable freed and the cable shall be laid along the trench.
15.10.3 A party of labourers shall move along the trench carrying cable at
suitable intervals so that cable is not damaged due to dragging along the
ground or bent unduly.
15.10.4 Before the cable is laid in the trench, a visual inspection of cable shall
be made to see that there is no damage to the cable. It shall be tested for

261

insulation and continuity of the cores. Thereafter the cable shall be laid into the
trench. Record of insulation and loop resistant must be maintained.
15.10.5 In cases where the wheels are not available, the drum shall be mounted
on an axle at one end of the trench and cable paid out and carried by labourers.
15.10.6 In no case, shall the drum be rolled off on to the road for laying the
cable and the cable dragged on the ground for laying purposes.
15.10.7 Whenever mechanized equipment is used, the work shall be carried out
by a trained operator under the supervision of SSE/SE/JE (Signal) incharge of
the work.
15.10.8 Where the cable drum is in damaged condition the cable may be placed
on a horizontal revolving platform and the cable paid out in the same manner as
given in paras above.
15.10.9 Paying out of cable should be done by rotating the cable drum and not
by pulling the cable with excessive force.
15.11 LAYING
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.
15.12 The cable laid parallel to the track shall normally be buried at a depth of
0.80 meters from ground level. While those laid across the track must be 1.0
metre below the rail flanges. However, in case of rocky soil, the depth may be
reduced suitably. When it concerns the laying of tail cables which serve the
track apparatus etc the depth should not be less than 0.50 metres. In theft
prone areas the cables may be laid at a depth of 1.2 m with anchoring at every
10m.
15.13 The width of manually made 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 meter thickness previously deposited at the bottom of the
trench. In both the above cases, the cable should be covered with a layer of
sand or sifted earth of 0.10 metre thickness and thereafter a protective cover of
trough or a layer of bricks should be placed.
15.14 CABLE CROSSING
15.14.1 When a cable has to cross the track, is should be ensured thati) The cable crosses the track at right angles;

262

ii) The cable does not cross the track under points and crossings and
iii) The cable is laid in concrete / Gl / Cl / PVC pipes, suitable ducts or in any
other approved manner while crossing the track.
15.14.2 Wherever practical, the cable may be taken underground across the
drain bed at a suitable depth for crossing small culverts with low flood level.
15.14.3 When cables have to cross a metallic bridge, they should be placed
inside a metallic trough which may be filled, as an anti-theft measure, with
sealing compound. 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.
15.15 Cable markers wherever provided should be placed at suitable interval
and at diversion points.
15.16 While laying the cables in accordance with the above instructions, the
following instructions should be adhered to for the safety of the track.
i) Outside the station limits, the cables should generally be laid at not less than
5.5 m from the centre of the nearest track.
ii) Within the station limits, the trenches shall preferably be dug at a distance of
not less than 3 m from the centre of the track, width of the trench being outside
the 3m distance.
iii) At each end of the main cable an extra loop length of 6 to 8 m should be
kept.
15.17 It is desirable that the excavation of the trenches is not done in long
lengths and does not remain uncovered for long period. It is preferable that
cables are laid and refilling done on the same day.
15.18 Backfilling of the trenches should be done properly. The earth excavated
shall be put back on the trench, rammed and consolidated.
15.19 During excavation, the earth of the trenches should not be thrown on the
ballast. The earth should be thrown by the side of the trenches away from the
track.
15.20 In places where cables are to be laid within 1 metre from sleeper end,
digging beyond 0.50 meter shall be done in the presence of an official from
Engineering Department, and the laying of the cable and refilling of trench
should be done with least delay.
15.21 Cable joints of approved type shall only be used.
15.22 The work shall be supervised at site personally by an official of the Signal
and Telecommunication Department not below the rank of a JE / SE / SSE
(Signal).

263

SECTION 'C - MAINTENANCE

15.23 TESTING OF CABLES
15.23.1 All conductors in signalling cables must be tested for their insulation in
dry weather every year as per instructions in annexure '12'. 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.
15.23.2 In addition to the regular testing of cables in dry weather, random tests
in wet weather may also be carried out, where considered necessary, to localise
any sudden deterioration in insulation of cables.
15.24 EARTH LEAKAGE DETECTORS
The use of this device is desirable in all electrical signalling installations, such as
Route Relay Interlocking, panel interlocking, centralized traffic control and SSI.
15.25 All cables termination devices, pillar boxes, cable heads and glands shall
be kept clean and dry. These parts shall be frequently inspected and any
tendency for moisture or water leak shall be immediately attended to.
15.26 No excavation in the vicinity of underground signal cables shall be
undertaken without a representative of the signal & telecommunication
department being present and without taking suitable precautions for the safety
of the staff. Suitable instructions in this regard shall be issued by the Railway in
the Joint circular as stipulated in para 15.11.
15.27 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.
PART II - OVERHEAD LINES
The requirements, installation practices and maintenance of Overhead lines
carrying signalling circuits shall be in accordance with and be followed as laid
down for telecom circuits and detailed in IR Telecom Manual.
Annexure 12
Para 15.23.1
INSTRUCTIONS FOR INSULATION RESISTANCE TESTING OF SIGNALLING CABLE
1.1 General

264

These instructions apply only to cables used for Railway Signalling and do not
cover open line wires and internal wiring.
1.2 Insulation Resistance tests should be made in such a manner that safe
operation of trains is not affected. It should be ensured that no unsafe
conditions are set up by the application of test equipment.
1.3 All conductors in signalling cables must be tested for their insulation at the
time of commissioning and thereafter in dry weather every year preferably
during the same part of the year.
1.4 The insulation resistance tests should be made when conductors, cables and
insulated parts are clean and dry.
1.5 In addition to regular testing of the cables in dry weather, random tests in
wet weather may also be carried out where considered necessary.
1.6 The conductors of the cables possess appreciable electrostatic capacity and
may accumulate electrostatic charge. The cable conductors should be shorted or
earthed to completely discharge any accumulated charge (i) before connecting
the insulation tester while commencing the test (ii) before the insulation tester
is disconnected when the test is completed. This is in the interest of safety of
personnel and protection of equipment
1.7 A 500V insulation tester should be used for insulation testing. The fact that
the cable has capacitance means that it has to be discharged before a
measurement of the insulation resistance can be made. The insulation
resistance should therefore be recorded after the test voltage has been applied
for one minute or so when the indicator of the insulation tester shows a steady
reading.
1.8 Any metallic sheath or metal work of any rack or apparatus case should be
bonded to earth during test.
PROCEDURE
2.1 Disconnect all cores of a cable at both ends. The disconnection may be
made through links of ARA terminals, if provided.
2.2 Connect one terminal of the insulation tester to the conductor under test
and other terminal to all the other conductors being bunched together and
connected to earth.
2.3 Similarly test remaining conductors of the cable one by one as in 2.2
2.4 Insulation Resistance so measured should not be less than 5 mega ohms per
kilometer at buried temperature. If the insulation resistance is found to be lower
than 5 mega ohms, the cause should be investigated and immediate steps taken
to repair or replace the cable to prevent any malfunctioning of the equipment
and circuits.

265

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

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XVI
POWER SUPPLY ARRANGEMENTS16.1
General
16.2
Sources of Power Supply
16.3
Distribution of Power Supply
16.4
Power Supply Equipment
16.5
Installation of Primary Cells
16.6
Installation of Secondary Cells
16.7
Installation of Power Supply Equipment
16.8
Installation of DG Set
16.9
Maintenance of Primary Cells
16.10
Maintenance of Secondary Cells
16.11
Maintenance of Power Supply Equipment
16.12
Maintenance of DG Set
Annexure 14
Fuel consumption logbook
Annexure 15
Installation and maintenance instructions for self regulating
battery charger as per IRS : S 86-2000
Annexure 16
Secondary battery history card
Annexure 17
(Left blank intentionally)

CHAPTER -XVI
POWER SUPPLY ARRANGEMENTS
16.1 GENERAL

266

16.1.1 Power supply arrangements for different types of signalling installations

shall be in accordance with policy approved by the Chief Signal and
Telecommunication Engineer of the Railway.
16.1.2 Primary cells may be used for signalling circuits where either there is no
power supply or it is very unreliable and the current drawn is small. Wherever
possible solar panel (s) in conjunction with secondary cells of suitable capacity
may be provided.
16.1.3 At all other locations, Secondary Batteries of appropriate capacity shall
be provided for signalling circuits.
16.1.4 Normal power supply for signalling installations shall be 230V AC (single
phase) 415 AC three phase or any other supply may be used with the specific
approval of the Chief Signal and Telecommunication Engineer of the Railway to
meet any specific requirements.
16.1.5 Power supply system shall be such that fixed stop signals for
approaching train do not become blank when main power supply source fails.
16.2 SOURCES OF POWER SUPPLY
16.2.1 Railway Electrified Area.
16.2.1.1 Electric supply for signalling and telecommunication installations in RE
areas shall normally be provided through auxiliary transformers (ATs) of
suitable capacity by tapping 25KV OHE.
16.2.1.2 On double/multi line sections, the power supply shall be drawn from
25KV OHE through ATs provided on up and down OHE lines separately. It shall
be ensured that supply from at least one AT is available in the event of power
block.
16.2.1.3 On single line section where power supply is drawn from a single AT, a
DG set of suitable capacity shall be installed.
16.2.1.4 At stations where local power supply is also available, it shall act a
stand-by source of power supply.
16.2.1.5 In big yards, DG sets of adequate capacity shall be installed in addition
to supply from ATs and local source.
16.2.1.6 The power supply from auxiliary transformers (ATs), local source and
DG set (s) shall be brought and terminated at a power supply control panel in
ASM's office/cabin or at LC gate as required. The power supply control panel
shall be provided with the facilities for automatic change over between two ATs.
In addition, manual change over facility shall also be provided in the control
panel. The power supply control panel, cable (other than from DG room) and
other associated arrangements shall be provided and maintained by Electrical
Deptt.

267

16.2.1.7 The supply from the power supply control panel as provided by
Electrical Deptt. shall be taken to various S&T locations by S&T Deptt.
16.2.1.8 The supply from
through separate MCBs to
are falling within two kms
two kms, a separate set
provided.

the power supply control panel shall be extended

cabins, LC gates, telecom installations etc. if these
of power supply control panel. For location beyond
of ATs and power supply control panel shall be

16.2.1.9 DG sets where installed shall be provided with push button start/stop
facility from ASM office/ cabin/LC gate as the case may be.
16.2.2 Non Railway Electrified Area
16.2.2.1 For Colour Light Signalling (CLS) installations, power supply shall be
drawn from the station feeder. In addition, two standby diesel generators shall
be installed. These generators should be of standard make and of adequate
capacity for reliable and trouble free service.
16.2.2.2 The output supply of these generators shall be brought to the ASM
office and connected to Auto/manual change-over Panel.
16.2.2.3 Solar panels or other renewable source of energy may also be used as
power supply.
16.3 DISTRIBUTION OF POWER SUPPLY
16.3.1 The selected supply from the Auto/manual change-over panel shall be
distributed to installations/cabins at the station through underground power
cables of approved type. Proper capacity HRC fuses/Miniature circuit breakers
(MCBs) shall be provided to protect against overload/short circuits.
16.3.2 Visual Indications showing availability of power supplies from various
feeders shall be provided for information of the ASM.
16.3.3 230V power which is derived from the auto/manual change-over panel
shall be distributed to various power equipments such as transformer-rectifier
sets, battery chargers, transformers etc. through a Distribution Panel. Proper
capacity HRC fuses/MCBs shall be provided for protection of the equipment
against overload etc.
16.4 POWER SUPPLY EQUIPMENT
16.4.1 All power supply equipment such as battery chargers, transformers,
voltage regulators, transformer-rectifier sets, inverters, batteries etc. shall be
procured as per approved specifications.
16.4.2 Battery chargers for axle counters shall have in-built filters to maintain
ripple content below specified value.
16.4.3 Standby power equipment such as battery chargers, transformers,
Voltage regulators, Transformer-Rectifier Sets etc may be provided.

268

16.4.4 Secondary cells of prescribed capacities shall be provided for DC circuits.

DC-DC converters with isolated outputs may be used to obtain different voltages
from a common Battery-bank.
16.4.5 Integrated power supply system of approved type may be used at CLS
installations
16.4.6 Maintenance free cells wherever provided shall be used only with charger
suitable for charging maintenance free cells as per approved specification
16.4.7 AC supply for signal transformers shall be derived from a voltage
regulator of approved type.
16.4.8 Separate transformer shall be used for feeding signals and track feed
chargers.
16.4.9 The current rating of battery charger may be derived from the following
formula Current rating of charger = Load current
10

AH capacity of cell

16.4.10 Battery Chargers shall not directly feed the line circuit of Block
Instruments.
16.4.11 For operating signal machines of semaphore signals and for their
lighting, solar power packs of approved type may be used as far as possible.
16.5 INSTALLATION OF PRIMARY CELLS
16.5.1 Primary cells of approved type may be used in circuits such as those
indicated below which do not involve continuous and heavy intermittent
discharge:a) Electric Key Transmitters;
b) Arm & Light Repeaters;
c) Repeater Circuits;
d) Track/Treadle Circuits (Open type);
e) Single Line Block Instruments - line and local circuits;
f) Double Line Block Instruments - line and local circuits;
g) Tokenless Block Instruments - line circuits;
h) Magneto Phones and annunciators.

269

16.5.2 Primary cells shall be stored in a cool dry place. The period of storage
shall be no longer than absolutely necessary.
16.5.3 When installing primary cells, they shall be located in a dry place which
is not subject to extreme heat. For connecting cells, stranded insulated wires of
appropriate gauge shall be used. The ends should be skinned and scraped bright
to make good connection with cell terminals. Terminals should be firmly
tightened. The connected wires shall be neatly dressed.
16.5.4 The date of installation shall be marked on each cell.
16.6 INSTALLATION OF SECONDARY CELLS
16.6.1 Lead acid cells of an approved type shall be used. The cells shall be
installed as per approved drawings
16.6.2 The batteries shall be installed in separate room/apparatus case to avoid
damage to power equipment due to fumes. The battery room shall be provided
with acid proof flooring and acid proof tiles on walls up to a suitable height. The
battery room shall be well ventilated and provided with exhaust fan (s).
16.6.3 The batteries shall be so installed that they are away from direct rays of
sun and any heat radiating equipment.
16.6.4 The batteries shall be installed on wooden racks /insulated masonry
surface of suitable height to permit easy access for maintenance. The racks shall
be protected by two or more coats of acid resistant paint of approved type. The
racks shall be level and mounted on approved type of insulators. Where
batteries are housed in location boxes, these housings shall be painted with acid
resistant paint and shall have suitable openings/holes for ventilation.
16.6.5 The batteries shall be kept properly aligned and suitably numbered. An
adequate clearance shall be kept between the cells.
16.6.6 Initial charging of the batteries shall be done as per instructions of the
manufacturer and the date of charging shall be suitably painted on the
batteries, or on a separate board kept near the batteries.
16.6.7 Battery grade dilute sulphuric acid conforming to IS 266 and distilled or
de-mineralised water conforming to IS 1069 shall only be used as electrolyte.
16.6.8 A glass, porcelain, rubber or any other acid proof container shall only be
used for mixing acid and water. Metal utensils except lead must not be used as
these will contaminate the electrolyte.
16.6.9 Always acid shall be added to water. During mixing, the solution must be
stirred constantly so that its temperature does not exceed 50 C.
16.6.10 On receipt of charged secondary cells, the vent Plugs shall be removed
and the height of the electrolyte shall be noted. If it is below the prescribed
level, the loss may be due to spillage during transit. The level of the electrolyte
can be restored by adding battery grade acid of recommended specific gravity.

270

16.6.11 A hydrometer of approved type shall be available in the battery room.

16.6.12 At the time of installation, capacity test shall be done and record shall
be maintained.
16.7 INSTALLATION OF POWER SUPPLY EQUIPMENT
16.7.1 The power supply equipment shall be so installed as to facilitate easy
replacement of equipment without affecting the other circuits as far as possible.
It is desirable to provide ring main type of power supply arrangement at large
stations.
16.7.2 Transformers and battery chargers of adequate capacity and of aircooled type shall be provided.
16.7.3 Power equipment shall be housed in well ventilated locations/rooms.
16.7.4 Wires connecting equipment shall be of adequate size so that there is not
more than 0.5% loss in voltage.
16.7.5 Battery leads shall be colour coded and cut to correct length. They shall
be crimped/soldered to appropriate terminal.
16.7.6 Installation and Maintenance instructions for self regulating battery
charger as per IRS:S:86-2000 are given in Annexure 15. Initial installation shall
be done by an official not below the rank of SSE/SE (Signal).
16.8 INSTALLATION OF DG SET
16.8.1 DG sets shall be installed in a separate room of adequate size with
proper ventilation.
16.8.2 The diesel generator set shall be mounted on anti-vibration pads.
16.8.3 The exhaust pipe shall be extended outside the generator room and the
silencer fixed away from the premises. Exhaust pipe shall be appropriately
insulated.
16.8.4 . The starting battery shall be of adequate capacity to meet the starting
load. Where automatic
start has been provided, the generator once started should stop only with a time
delay after Main supply is resumed.
16.8.5 The connection between the battery and the DG Set shall be through
sufficiently thick wire to avoid drop in voltage.
16.8.6 The starting battery shall normally be on trickle charge.
16.9 MAINTENANCE OF PRIMARY CELLS

271

16.9.1 Each cell shall be tested individually with a load of 10 ohm resistance and
if the voltage of cell falls below 0.85V, then the cell shall be discarded. The
voltmeter used for this purpose shall have the sensitivity of not less than 1000
ohms per volt.
16.10 MAINTENANCE OF SECONDARY CELLS
16.10.1 Maintenance tests and repair work on the cells, which may interfere
with safe operation of trains shall not be started until movements are fully
protected. Temporary repairs or adjustments shall be made in such a manner
that safety of train operation is not impaired when repairs and or adjustments
are made: Tests shall be immediately carried out to ensure that the connected
apparatus functions satisfactorily.
16.10.2 The battery room and location boxes shall be kept well ventilated, free
from water, oil or dust. Surroundings and batteries shall be kept clean.
16.10.3 Connecting cables shall be flexible and sufficiently long to prevent strain
on the battery terminals.
16.10.4 The electrical connection shall always be kept tight.
16.10.5 The terminals and connections shall be coated with pure Vaseline or
petroleum jelly to prevent corrosion. Grease shall not be used.
16.10.6 The Electrolyte shall be maintained at the correct level by topping up as
often as necessary with distilled or demineralised water.
16.10.7 Electrolyte lost due to spillage shall be replaced with proper amount of
electrolyte of the same specific gravity as that of other cells of the battery.
Electrolyte shall not be added in any other circumstances.
16.10.8 Each cell shall be tested periodically and its cleaning and charging
arranged so that its voltage and specific gravity are within specified limits. Test
results and dates of cleaning and charging adjustments shall be recorded on the
Battery History Card No. S&T/BCP-Annexure 16. A separate card shall be
maintained for each battery set. The voltage of individual cell shall not fall below
1.85 volts.
16.11 MAINTENANCE OF POWER SUPPLY EQUIPMENT
16.11.1 The Change-over panel in ASM office shall be kept in good working
condition. Defects, if any, shall be promptly rectified.
16.11.2 The working of standby voltage regulator, transformer, battery charger,
rectifier, inverters etc., provided in power equipment room shall be checked
including proper working of switches, fuses, MCBs, terminals, meters etc. during
scheduled maintenance. Units shall be switched from active to standby as per
local instructions.
16.11.3 The power equipment shall be cleaned by blower or any other suitable
device to remove dust etc.

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16.11.4 The wiring shall be checked to ensure that wires are in good condition
and connections are properly tightened.
16.11.5 Record of voltages and load current of all power equipment shall be
maintained. Remedial action shall be taken in case any abnormality is observed.
16.11.6 Insulation of transformers shall be meggered at 500V annually.
16.12 MAINTENANCE OF DG SET
16.12.1 Fuel tank shall be cleaned periodically. Fuel shall be filled through a
wire gauze filter which shall form part of fuel tank. Before filling up, unused fuel
shall be decanted/replaced if the DG set has been idle for a considerable time.
16.12.2 Lubricating
maintained.

oil

shall

be

periodically

checked

and

proper

level

16.12.3 The maintenance of DG set shall be undertaken by qualified and trained

Mechanics.
16.12.4 After 1000 hours of run, the diesel generator sets shall be overhauled.
It is preferable to have them overhauled by the manufacturer or his authorised
representative.
16.12.5 Leakage of fuel oil, lubricating oil and radiator water shall be effectively
checked.
16.12.6 Radiator fan shaft shall be grease lubricated and worn out shafts
replaced. Radiator hose and fuel oil hose shall be checked for leakage and
replaced in time.
16.12.7 Automatic Starting Device, where provided, shall be tested periodically
for effective starting during power failures and low voltage condition.
16.12.8 Flexible coupling between the engine and the alternator shall be
checked for elongated holes and replaced in time.
16.12.9 The no load and on load voltages of the alternator shall be maintained
within limits and the Governor adjusted during periodic maintenance to the RPM
specified and a steady output of 50 Hz. The DG set shall be run for 5-10
minutes on load to verify its proper working during periodic maintenance check.
16.12.10 A log book shall be maintained at every location which shall bear the
history of performance and maintenance of DG set together with the signatures
of the Maintainers and SE (Signal).
16.12.11 Wherever auto start is not reliable, the same shall be disconnected
and steps taken for manual start/hand cranking of the generator during power
failure and also to stop the engine as soon as power supply resumes. Steps shall
be taken to rectify the auto start as early as possible.

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16.12.12 Adequate number of spares in respect of the following items shall be

kept ready with the SE (Signal) for speedy maintenance replacements:
1) Fuel Filter;
2) Oil Filter;
3) Fuel Pipe;
4) Pressure Pipe;
5) Air cleaner;
6) Nozzle;
7) Ring set;
8) Fan Belt;
9) Grease;
10) Lubricating Oil; &
11) Cotton waste 'A' grade
16.12.13 Maintenance of Fuel Account
16.12.13.1 Where standby generators are provided at way side stations for
signalling purposes and starting and stopping the standby engine is done by
Traffic Staff, suitable instructions for maintenance of fuel account shall be issued
locally. The log book shall be maintained by the ASM (Annexure 14).
Annexure 14
Para 16.12.13.1
_________Railway ___________Division
FUEL CONSUMPTION LOG BOOK
Page1
1. Name of Station:
2. Date of commissioning:
3. Location:
4. Description of Generator:
(Make, Capacity in KVA, Voltage, Power Factor, Speed in RPM, Frequency, No. of
Phases, Type of Excitation etc.)
5. Description of Engine:
(Make, BHP, Speed in RPM, No. of Cylinders, Capacity of Fuel Tank, Fuel,
Standard rate of consumption, Type of start).
Page2Date
filled in litres
. .
.
. .
.

Time of Start
Signature
.
.
.
.
.
.

Time of close

Hours worked

Fuel

274

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
Annexure 15
Para 16.7.6
INSTALLATION AND MAINTANANCE INSTRUCTIONS FOR SELF REGULATING
BATTERY CHARGER AS PER IRS : S 86 - 2000
(A) Output current rating less than 50 A
Various Front panel controls, switches and indications are given in Sketch No.
SDO/CH/ 009 enclosed.
1 INITIAL COMMISSIONING
1.1 Auto Mode Working
a) Connect Earth terminal (#8) to earth. After connecting the 230V AC mains to
input terminals at the back of the charger, Switch ON the unit by changing the
ON/OFF Switch (# 5) to "ON" position. Indication Mains ON (green LED) will
glow.
b) Set the Mode selector switch in "Auto" position provided inside the charger.
c) Since there is no battery connected across the battery terminals, the charger
will come in Auto Float mode immediately. Indication Auto Float will glow.
Adjust the Float voltage to 2.15V/Cell. (25.8V for a 24V charger/12.9V for 12V
charger) by adjusting Voltage control pot provided on the Control PCB inside the
charger.
d) Current control potentiometer is provided on the control card PCB inside the
charger to adjust the output battery current of the battery charger as per actual
battery current requirement. The control will permit the continuous variation
from 25% to 100% of the rated current. These correspond to 25%, 50%, 75%,
and 100% of the rated output current. The current across battery terminals
should not exceed 10 % of AH capacity of the battery (i.e. C10 rate of
charging). The use of current control pot. is explained by the following,
example.
Example
Sometimes a higher current rating battery charger is used at site for charging a
lower AH capacity batteries. For example, only 10A rating charger is required for
charging 40AH battery set (Clause 1.4, Note 1 of the spec.) However, If 20A
rating charger is connected to a 40AH battery set, the Current Control pot. shall
be adjusted to "50%" of the rated value therefore the rating of the charger
becomes 10A. As long as the Current control pot. remains at 50% position the

275

total output current of the charger ( Load current + Battery current) will not
exceed 10A. Therefore overcharging of batteries can be avoided by making use
of the Current control pot.
If the AH capacity of the batteries is matching with the charger output current
rating (Clause 1.4, Note 1 of the spec), the Current Control pot shall be kept at
"100% position"
e) Connect batteries across the battery terminals (#9). With mode selector
switch in Auto mode, the charger is in "Auto float mode". But if the current
drawn by the batteries changes by more than 8 to 12% of the set current, the
charger automatically changes to " Auto Boost Mode" and its output voltage
changes to 2.4 V/cell (28.8V in case of 24V charger and 14.4V in case of 12V
charger). It comes back to "Auto float mode" when the current drawn across
battery terminals drops down to less than 5% of C10 rate and battery voltage
builds upto 2.4V/Cell. This happens after the batteries have almost got fully
charged.
f) In this mode of working Manual Voltage Selector switch (#4) is ineffective
and therefore need not be touched.
1.2 Manual Mode
a) Connect Earth terminal (#8) to earth. After connecting the 230V AC mains to
input terminals at the back of the charger, Switch ON the unit by changing the
ON/OFF Switch (#5) to "ON" position., Indication Mains ON (green LED) will
glow.
b) Change Mode selector switch provided inside the charger to manual position.
The charger comes into manual mode and indication amber LED glows.
c) Change manual voltage selector switch (#4) to first, second or third position
as per the No. of cells connected to the charger.
d) Connect the load across the load terminal, the output voltage should be
2.25V per cell with the load connected across the load terminal.
e) Initial setting in manual mode is to be done by the SSE/SE (Signal)
depending on the load connected. ESM of the station should closely monitor the
battery charger as per instructions of the SSE/SE (Signal)
f) Manual mode is to be used when "Auto mode" fails. Manual mode is an
unregulated mode where the output voltage changes with change in AC input
voltage, and output load. Therefore, the maintainer should keep a watch so that
batteries are not overcharged.
2 PROTECTIONS AND INDICATIONS
[ To be checked at the time of initial installation ]

276

a) Indication Mains ON (green LED) appears as soon as ON/OFF switch is

switched "ON".
b) When in auto mode, indications Auto Float or Auto Boost will appear
depending on whether the charger is in Auto float or Auto boost mode.
c) Switch ON the charger in Auto mode and short the load terminals. Short
circuit indication should glow and charger output becomes zero. If short circuit
is removed, the indication extinguishes and the charger gives the required
output without any other adjustment. The charger should not trip.
3. ROUTINE OPERATION (BY ESM)
a) Normally the charger will be working in Auto mode. Once it is initially
commissioned in "Auto Mode" by the SSE/SE (Signal), no adjustment is required
to be done by ESM.
b) Change over to Manual mode
i) When "Auto mode" fails, the Mode Selector Switch provided inside the charger
shall be turned to Manual position.
ii) Manual Voltage Selector Switch (#4) may be kept in position 1,2 or 3
depending on load/battery charging requirement.
iii) Failure of Auto mode will be immediately informed to SE (Signal), who in
turn will check up the charger as soon as possible.
4. ROUTINE MAINTENANCE
a) During the visit of ESM on duty to the station, he must check the front panel
of the battery charger for correctness of the indications. The indications
displayed must be in conformity with the mode in which the charger is working.
If not so , he must refer to para 3 above, changeover the battery charger to
manual mode and report the failure to SE (Signal)
b) The ESM will check the tightness of the connections to battery and load
terminals on the front panel and tighten the same if found loose.
c) If everything is normal and indications on the charger front panel are in
conformity with the mode of working, the ESM shall not disturb the control
switches of the charger.
(B) Output current rating more than 50A
Additional protections and indications are provided for chargers of output ratings
50A and above. These are a) Fuses
i) Rectifiers/SCR fuse

277

ii) Condenser fuse

b) Alarms (Audio & Visual)
i) Main fuse blown
ii) Output fuse blown
iii) SCR/Rectifier fuse blown
iv) Overload/Short circuit
v) Condenser fuse blown
The installation & commissioning procedure is same as that for the charger of
current rating less than 50A. There is an additional audio alarm resetting switch/
button on the front panel which is required to be pressed by the ESM on duty to
silence the buzzer/hooter. The visual indication will continue till the fuse is
replaced or the fault rectified.

Annexure 16

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XVII
TRACK CIRCUITS AND AXLE COUNTERS. I. TRACK CIRCUITS
. A. REQUIREMENTS
17.1
Types of Track Circuits
17.2
Minimum Length
17.3
Series connection of tracks
17.4
Track relays
17.5
Permanent way requirements of track circuits
. B. INSTALLATION
17.6
Location of track relays
17.7
Loading of track relay contacts
17.8
Jumper connections
17.9
Lead Wires
17.10
Bond Wires and Rope Wires

278

17.11
Track Circuit Termination
17.12
Cut Section (fed over) arrangement of Track Circuits
17.13
Insulated Rail Joints
17.14
Track Indicators
17.15
DC Track Circuits
17.16
AC 50Hz/ 83.33 Hz Track Circuits
17.17
AC 50 Hz Track Circuits with Vane type Relays
17.18
AC 50Hz/ 83 -1 Hz Track Circuits with Motor type Relays
17.19
Audio frequency Track Circuits
17.20
High Voltage Impulse Track Circuits
. C. MAINTENANCE
17.21
General
17.22
Track Relays
17.23
Insulated Rail Joints
17.24
Detection of faulty insulated joint
17.25
Stretcher Bars and Point Rodding Connections
17.26
Bond Wires/Rope Wires
17.27
Jumper Connections
17.28
Ballast
17.29
Drainage
17.30
Joint Inspection of Track by S&T and Permanent Way Inspector
17.31
Train Shunt
17.32
Track Circuit Test Record Card
17.33
Track Batteries/Track Feed Apparatus
17.34
Limiting Reactance of AC track circuit
17.35
Measurement of Phase Angle of AC track circuit
17.36
Raking out of cinders
17.37
Rusty Rails
. II AXLE COUNTERS
. A. REQUIREMENTS
17.38 to 17.42 Composition, application
. B. INSTALLATION
17.43
Installation of track devices and trolley protection track circuit
17.44 to 17.47 Resetting of axle counter
17.48
Protection for axle counter block working
17.49
Fixing of double rail mounted track device
. C. MAINTENANCE
17.50 to 17.53 Maintenance instructions and practices
Annexure 18
Centralization of DC shelf type track relays
Annexure19
Track circuit test record card
Annexure 20
Track circuit test card
Annexure 21
Maintenance card - Jeumont track circuit
Annexure 22
Maintenance Instructions for Axle Counter
Annexure 23
(Left blank Intentionally)

CHAPTER XVII

279

TRACK CIRCUITS AND AXLE COUNTERS

I. TRACK CIRCUITS
A Requirements
17.1 Types of Track circuits
17.1.1 A closed type track circuit shall be provided to prove the clearance of rail
track.
17.1.2 Double rail track circuits shall be provided on non-RE areas, as far as
practicable. Single rail or double rail type as convenient may be provided in RE
areas.
17.2 Minimum Length
The length of a track circuit shall not be less than the maximum wheel base of
any vehicle. Except in marshalling Yards, the Track circuits shall cover at least
two rail lengths.
17.3 Series connection of tracks
The various portions of tracks in a line shall, as far as possible, be connected in
series.
17.4 Track relays shall be of an approved design.
17.5 Permanent Way Requirements of Track Circuits
17.5.1 Glued Joints or Insulation Joints of approved type shall be provided for
defining boundary of track circuit. In all future works of track circuiting, glued
insulated joints should preferably be provided.
17.5.2 Insulated Joints wherever provided shall be maintained as square joints.
Where staggering can not be avoided the distance between staggered joints
shall not exceed the minimum wheel base of the vehicles.
17.5.3 Rail ends of insulated joints shall be square and true. All rough edges
and burrs shall be removed from bolt holes. Battered ends shall be put right and
the gap between the rails should be equal to the thickness of the end post.
17.5.4 Fish bolts at the joints must be kept tight and the sleepers well packed in
the vicinity of the joints.
17.5.5 Proper drainage should be ensured so as to avoid flooding of tracks
during rains, particularly in yards where watering of coaches is done and in
water columns and ash pits. It would be desirable to provide washable concrete
aprons on platform lines at originating stations, in track circuited areas.

280

17.5.6 Ballast shall be kept dean throughout the track-circuited section and care
should be taken to see that the ballast is kept clear off the rails and rail
fastenings. The clearance from the foot of the rail should not be less than
50mm. Well screened ballast right up to the formation level shall be provided.
17.5.7 Rail ends shall be kept free from brake-dust, dirt, sand, rust, other
foreign materials etc. All rough edges and burrs at rail ends must be removed.
17.5.8 To avoid crushing of end posts of insulated rail joints due to creep, at
least one rail length on either side of insulated joint should be provided with anti
creep devices.
17.5.9 Rail screws should preferably be used in place of dog spikes at insulated
joints.
Note : - The requirements mentioned in the paras 17.5.1 to 17.5.9 above are
covered in the chapter II, Part "H" of Permanent Way Manual.
17.5.10 Wooden sleepers, concrete sleepers or any other approved type of
insulated sleepers shall be provided for track circuiting. Concrete sleepers where
used, shall have a minimum resistance of 500 ohms between insert-to-insert.
17.5.11 Where short welded rail panels are used, SWR shall not butt against
insulated joint. Two rail lengths of 13 meters/12 meters shall be interposed to
isolate short welded rail from insulated joint. This standard length of rails shall
be anchored effectively to arrest movement in either direction.
17.5.12 In case of turnouts and crossings, insulated stretchers, insulated gauge
tie plates and insulated crossing plates shall be provided as per approved
drawings.
17.5.13 GFN liners shall be provided in the track circuited area using concrete
sleepers
B. Installation
17.6 Location of track relays
17.6.1 Track relays shall be located at the entering end of the track circuits
wherever possible.
17.6.2 Where track relays cannot be located in the cabin, they shall be housed
in locations of an approved type.
17.6.3 Where relays are likely to be subjected to vibration, they shall be
mounted on shock absorbers such as rubber pad, foam etc.
17.6.4 Connections between the track relays and track repeating relays shall be
made in accordance with the approved wiring diagram and must invariably
incorporate both cross protection and double cutting arrangements.

281

17.6.5 The feed and relay ends shall be connected by separate and individual
cables.
17.6.6 Anti-tilting arrangement shall be provided for shelf type relays.
17.7 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.
17.8 Jumper connections
17.8.1 Jumper connections shall normally be so made that the whole of track
circuit is in series excluding traction return rail. When the rails of a track circuit
are in parallel, care shall be taken that the jumper connections are effective.
17.8.2 Jumper connections shall be so arranged that they are as far as possible
protected from damage.
17.8.3 All connections to the track shall be of sufficient length and allow for rail
creep. Connections shall be firmly fitted to the web of the rail.
17.8.4 For short jumpers, galvanized iron wires and for long jumpers cables,
may be used. Where galvanized iron jumper is used, duplicate jumpers shall be
run. Where cables are used, the size shall not be smaller than 7/0.750 mm.
17.9 Lead Wires
The lead wires used for connecting the feed set to the feed end boot leg/track
lead JB and the track relay to the relay end boot leg/track lead JB shall
preferably be of copper conductor having a minimum cross section of 2.5 sq.
mm.
17.10 Bond Wires and Rope Wires
17.10.1 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.
17.10.2 Bond holes shall be drilled with a twist drill and the bonds driven-in
immediately. The wires may be fixed by using channel pins in the holes or by
brazing/welding.
17.10.3 The resistance of rail and bonding per 1000 metres of track shall not
exceed 0.5 ohm for track circuits longer than 700 metres. A rail and bond
resistance upto 1.5 ohm per 1000 metres of track may be allowed for length of
track circuit less than 700 metres.
17.10.4 The rail bonding and connections to the relay and feed set shall be
made according to approved drawings.

282

17.10.5 The lugs of impedance bond connections shall be firmly fixed by

pressing rivets into the web of the rail with a bond press.
17.11 Track circuit termination
For track circuited points or lines in a station, track circuit termination shall be
provided sufficiently before the Fouling Mark so as to avoid infringement to the
standard dimension by any portion of the vehicle. The distance between track
circuit termination and Fouling Mark shall not be less than 3.0 metres.
17.12 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.
17.13 Insulated Rail Joints
17.13.1 All components of insulated joint shall be of approved type and shall
conform to RDSO drawings. The components shall be installed using correct
sizes and combinations.
17.13.2 Insulated rail joints shall, as far as possible, not be provided on the
outer rail in curves. Insulated rail joints are not required for AFTC.
17.13.3 Before an insulated joint is installed, it shall be ensured that permanent
way requirements stipulated in para 17.5 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/IMI - Installation and Maintenance Instructions for Nylon
insulated rail joint. Particular attention shall be paid to the following: 17.13.3.1 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.
17.13.3.2 If an end-post projects above the rail table at the rail ends, it shall be
trimmed and brought to the level of the rail table, specially when inserted
between the worn-out rails, before first wheel of a train passes over it.
17.13.3.3 The insulated rail joint shall be installed at least one rail length in
advance of the signal.
17.13.3.4 In the case of point track circuits, the insulation joint shall not be in
the stock rail joint but in the rail joint ahead of it wherever feasible.
17.13.4 Only 'J' type clip shall be used in glued joint portion of track.
17.14 Track Indicators
At track circuited stations where track indicators are provided, the following
arrangements shall be made:

283

17.14.1 Panel Interlocked/Route Relay Interlocked Stations

a) Normally the track indicators would show no light when the line is
unoccupied. When action is initiated to set the route for taking off a signal and
the concerned route is set, the track indicator light for the route shows
Yellow/White, if unoccupied. However, if any portion of the track circuited area
is occupied, a "RED" indication is shown on the panel diagram, irrespective of
the route being set or not.
b) The track indicators would show white/yellow light when the track is cleared
after the intended movement is completed till the route signal button or switch
is restored to normal unless the panel interlocking/ route relay interlocking is
provided with Automatic Route Release facility in which case the indication
would be lit until the sub route/sectional route/ route is released.
17.14.2 Other Stations
The indicator shall show yellow/white light when the line is unoccupied and RED
when line is occupied.
17.15 DC Track Circuits
17.15.1 DC track relays of approved design shall be used.
17.15.2 Track Relays
(i) In non-electrified sections, the resistance of the shelf type track relay shall
be 9 ohms, except that for track circuits of more than 100 metre laid on wooden
sleepers, where it shall be 2.25 ohms.
(ii) In electrified areas shelf (9 ohm only) or plug in type AC immune relays shall
be used,
(iii) In future installations, only plug in type track relays (4 or 9 ohm) shall be
used.
Note1) For detailed instructions on track circuits in RE areas, Chapter XXII on
"Special requirements of signalling in 25 kV AC electrified area" may be
referred.
2) For maximum length of track circuit under different track parameter
conditions as given in para 17.15.5 may be referred.
17.15.3 Limiting resistance of D.C track circuits
The limiting resistance shall be adjustable and of an approved type.
17.15.4 Excitation of DC track relay

284

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 250% of the rated pickup value for
shelf type relays and 300% for plug- in type relays.
17.15.5 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:

17.15.6 Track feed

i) Approved type of primary cells or secondary cells shall be used for feeding
track circuits,
ii) Where primary cells are used, two batteries in parallel shall be used.
iii) When secondary cell (s) is /are used, it shall be used along with battery
charger/solar panel of adequate capacity.
iv) Separate feed shall be provided for each track circuit.
17.15.7 Centralization of shelf type track relays shall be done as per Annexure
18.
17.15.8 Q series track relay must be used in conjunction with Q series slow to
pick up relay as a repeater relay.
17.16 AC 50 Hz/ 83.33 Hz track Circuits
17.16.1 50 Hz / 83.33 Hz. track circuits may be provided in DC traction areas
and where there is likelihood of DC extraneous current interfering with the track
circuits. 83.33 track circuits may also be provided in AC electrified area.
17.16.2 The track circuits may be either single rail or double rail type. Note : At
new installations, 83.33 Hz track circuits shall not be used.
17.16.3 Track Relays
Vane type AC track relay of double element 2 position type conforming to BSS
NO. 1745 or motor type track relays to approved specifications may be used.
17.17 AC 50 Hz track circuits with Vane type relays
17.17.1 Power supply

285

The power supply shall be normally 110V 50 Hz and phase angle of about 80
between local . and control shall be obtained through a reactor or condenser
depending on the design of the relay.
17.17.2 Feed Transformers
Feed transformers of approved type shall be provided with output of 12 volts for
reactor fed and 110 volts for condenser fed.
17.17.3 Reactor
Approved type of reactor with tapping shall be provided at the feed end.
17.17.4 Impedance Bonds
Impedance bonds of approved type shall be provided at either end of double rail
track circuit to give continuity for the traction return current. The impedance
bond shall have a minimum capacity of 1000 Amps per rail and it may be
resonated or auto coupled. Every bond shall have secondary windings. The
secondary windings are used for track circuit connections at the feed and relay
ends. The tail cables used for all track circuit connections shall be of at least 2.5
Sq. mm cross section. Centre resonated bonds can be introduced on tracks for
bonding and to tap the traction return current into sub station, if required.
17.17.5 Excitation of track relay
Maximum excitation of the control element of the track relay shall not exceed
200% of the rated control voltage. The local element of the track relay shall be
fed from the same power source as the control element. The voltage shall be
110V + 10%.
17.17.6 Maximum length of track circuit
i) The length of single rail track circuit shall not normally exceed 200 metres.
ii) Length of double rail track circuit shall not exceed 800 metres with auto
coupled track circuits employing resonated relays.
17.18 AC 50 Hz / 83.33 Hz. track circuits with motor type relays
17.18.1 Motor type track relays to the approved specifications shall be used.
17.18.2 Power Supply
3 phase 50 Hz / 83.33 Hz power supply shall be used. 110V control feed and
130V local feed shall be used for 50 Hz track circuits. 110V control feed & 165V
local feed shall be used for 83.33 Hz track circuit.
17.18.3 Transformers and Resistors
17.18.3.1 Transformers at the feed end and relay end and damping resistors at
feed end and protective resistor at relay end shall be to approved specifications.

286

17.18.3.2 No external resistors/wires may be used to alter the effective value of

fixed resistors.
17.18.4 Excitation of track relay
The control coils of the relays shall be excited at 130% of its rated pick up
voltage under minimum ballast resistance conditions and normal working
voltage of the source of supply. The maximum excitation shall not exceed 200%
of the minimum pick up voltage.
Jumper wires from bootleg to rail may be connected either to web of the rail
through bond lugs as per approved drawing or to the flange of the rail through
brazed pin connection.
17.18.5 Impedance Bonds
Impedance bonds of approved type shall be used.
17.18.6 Maximum length of track circuit
i) The length of single rail track circuit is permitted upto 500 metres. The
number of fish-plated joints in traction rail shall not exceed one for every 100
metres of track length
ii) Maximum permissible length of double rail track circuit shall be 2300 metres.
The cable lead resistance at relay end shall not exceed 12 ohms irrespective of
length of track circuits. The feed end cable resistance shall not exceed 12 ohms
for track circuits of length between 2100 metres and 2300 metres and it can be
progressively more with reduction of track circuit length.
17.18.7 Phase distribution
The phase distribution shall be done in proper sequence between control and
local feeds and also in conjunction with adjacent track circuits. Though the
phase angle between the control and local phases is 120, the actual phase
angle will be close to 90 due to minor impedance of rails, transformers, etc.
17.18.8 Centralisation of track relays
All track relays at a station shall be centralised at Central Cabin as permitted by
the design.
17.19 Audio Frequency Track Circuits
17.19.1 The use of audio frequency permits the physical limits of an individual
track circuit to be defined by tuned short circuits between the rail rather than
the insulation in the rails themselves. These types of track circuit have distinct
advantage of not requiring IRJs 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.

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17.19.2 Main features of Audio Frequency track circuit are Built in time delay, therefore a slow to pick up QSPA1 Relay as TPR is not
required.
Can be used in most ac, dc and non-electrified areas.
It is an Audio Frequency track circuit, but can also be used with Insulated Rail
Joint.
Can be used in end or centre-fed configuration.
17.19.3 Only approved type modulated Audio Frequency track circuit shall be
used.
17.19.4 Track circuit shall not be configured in single rail mode operation.
17.19.5 Audio Frequency Track Circuit may be operated as local fed or in a
remote fed mode.
17.19.6 Audio Frequency track circuit components are
- Tuning unit
- Transmitter
- Receiver
- Power Supply
- Track Connections
- Impedance Bond (optional)
17.19.7 Installation and Maintenance
17.19.7.1 Installation of track circuit shall strictly follow the instructions given
for that type of track circuit.
17.19.7.2 Tuning area shall be devoid of check rails, level crossing, insulated
bond and each fishplated joint shall be bonded with jumpers of adequate
thickness.
17.19.7.3 Special precautions shall be taken to ensure the tightness of
connection of rail and tuning unit.
17.19.7.4 A frequency assignment scheme for the track circuit shall be decided
in advance and it shall be strictly followed.
17.19.7.5 Terminal junction on insulation joint to track circuits with the same
frequency is prohibited, however, frequencies not belonging to same pair can be
used.

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17.19.7.6 Cable cores of same cable shall not be used for connecting
transmitter & receiver of a track circuit.
17.19.7.7 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.
17.19.7.8 The design and installation of field equipment should take in account
the requirements for mechanised track maintenance and should not be hazard
for men walking along the track.
17.19.7.9 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 lightining on electronic equipment. This protective
arrangement shall cover against both common mode and differential mode
voltages on line.
17.19.7.10 Transmitter, receiver and power supply shall be mounted in
standard relay rack in manner to allow maintenance and testing staff to view
the track relay while making adjustments.
17.19.7.11 TUs and ETUs shall be mounted at a minimum distance of two
metres away from the near rail as it gives good safety margin to staff.
17.19.7.12 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.
17.19.7.13 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.
17.19.7.14 Maximum length of track circuit depends upon various factors like
ballast resistance, frequency adopted, track layout (whether any level crossing
or bridge falls within track circuited area) and vendor of AFTC, and it cannot be
laid down in absolute terms. Broadly its length is limited to 700 metres in end
fed mode.
17.20 High Voltage Impulse track circuits
17.20.1 Only approved type impulse track circuits shall be used.
17.20.2 Power supply
These track circuits shall operate on 220V, 50Hz AC or 110V, 50Hz AC supply.
17.20.3 Field equipments
A high voltage impulse track circuit shall consist of-

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- a transmitter which generates impulse with a given shape, amplitude &

recurrence frequency, injected into the track by means of a matching isolating
transformer and
a receiver which detects at the other end of track section the specific signal and
operates the fail safety relay if specific signal responds to the correct positive &
negative amplitude. Whenever the specific signal is not received, is deformed or
is too weak, the track circuit fail-safe relay shall remain de-energised.
- The transmitter & receiver shall be located either near the track or in a
centralised room. Transformers and impedance bonds shall always be located
near the track.
17.20.4 Maximum length of track circuits :For single rail high voltage impulse track circuit, maximum length shall be 400
mtrs and for double rail track circuit, this shall be 5000 mtrs.
C. Maintenance
17.21 General
Track circuits shall be so maintained that:
17.21.1 There is always a good connection between power feed and track, relay
and track and also between adjoining rails, through jumpers and rail bonds.
17.21.2 The ballast resistance always remains high and does not fall below
prescribed minimum values.
17.21.3 The limiting resistance shall be as high as possible.
17.21.4 The insulating joints are of high resistance.
17.21.5 The surface of rail is clean and is free of dust, sand and foreign
materials.
17.21.6 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. However, the shunting value of double rail track circuits with AC track
relays should not drop below 0.15 ohms. These values shall be obtained
irrespective of whether the track is provided with concrete sleepers or wooden
sleepers.
17.21.7 The connection of DC track relay shall be quarterly interchanged to
prevent permanent magnetisation.
17.22 Track Relays

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17.22.1 Pick up and drop away values shall be maintained within the limits
specified by the manufacturer.
17.22.2 Relays shall not be tilted or turned over to close the contacts.
17.22.3 Track relays shall be inspected visually every two years by the
Supervisory Signal Inspector 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.
17.22.4 The relay that is in any way defective should be changed at once and
sent to shops together with a brief report stating the nature of the defects. On
no account should any attempt be made by the line staff to rectify the relay.
17.22.5 Track relays of all type shall be periodically overhauled every 10 years
subject to a maximum of 12 years. These limits may be reduced depending
upon the intensity of traffic and other local conditions of the section such as
heavy sub urban and major Route Relay Interlocking installation as decided by
the Chief Signal and Telecommunication Engineer.
17.23 Insulated Rail Joints
Insulated rail joints shall be maintained in accordance with the instructions
given in Booklet No. STS/E/IRJ/IMI "Installation and Maintenance Instructions
for Nylon Insulated Rail Joint" issued by the RDSO/Lucknow, with particular
attention being paid to the following :
a) Before opening an insulated rail joint, the components required for
replacement, conforming to the rail-section, shall be kept ready by the side of
the track.

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

Joint, loosen the rail fastening and pull back the rail and insert end-post
between the rail ends.
c) It is imperative that when an insulated rail joint is provided at least three
sleepers on either side of the insulated rail joint shall be packed properly.
d) Fish bolts shall be kept tight. Nuts shall be tightened several times during the
first two weeks after installation/replacement, until all components of an
insulated rail joint are firmly set.
e) A metal flow is seen often at the rail-table at the joints. Such metal flow of
metal forms a lip and creates sharp burrs at the rail ends. Projections formed at
the rail ends shall be chiseled without damaging the end post so that these do
not bridge the rail expansion gap and cause a short circuit.
f) Brake-block dust, which may accumulate on the head and sides of the end
post and top surfaces of the fish-plates, shall be brushed off frequently so that
the possibility of electrical conductivity being established between the rail ends
is eliminated.
g) Opening & fixing of fish plates of Nylon insulation joint for
installation/replacement of joint shall not be done by S&T staff as it is the
responsibility of Engineering Department.
h) Special type pandrol clips ('J' type) shall be provided at Nylon insulation
joints/ glued joint to avoid touching of pandrol clip with the fish plate.
i) Periodic coating by insulating varnish/epoxy over the nylon-insulated
joint/glued joint to avoid shorting due to brake dust shall be done.
17.24 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.
17.25 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.
17.26 Bond Wires /Rope Wires
17.26.1 Bonds shall be inspected frequently and maintained in good condition.
17.26.2 Bonds shall be painted with aluminium paint, where bond corrosions are
excessive.
17.26.3 Voltage reading may be taken every 15 rail lengths or less as required
by special track circuits, to determine if the variation in voltage is gradual
throughout the track circuit. If any unusual variations are found between any

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two readings, defective bonding may be detected by taking readings every rail
length in that section or by inspection of each bond.
17.27 Jumper connections
Jumper connections shall be inspected frequently and maintained in good
condition. Long jumper connections shall be properly secured.
17.28 Ballast
Minimum ballast resistance per km. of track should not be less than 2 ohm per
km. in station yard and 4 ohms per km. in the block section.
Note: Wherever PSC Sleepers are used, availability of insulated liners upto a
minimum level of 97% shall be ensured.
17.29 Drainage
17.29.1 Special attention shall be paid during the rains to track drainage.
Defects, if any, shall be reported to the Permanent Way Inspector.
17.29.2 All cases of defective valves of overhead water pipes in track circuited
area shall be reported to the Inspector of works.
17.30 Joint Inspection of Track by S&T and Permanent Way Inspector
The track-circuited portion of the track shall be jointly inspected by Sr. Section
Engineer (Signal) and Sr. Section Engineer (P-way) at least once in six months.
This is in addition to routine inspections to be carried out by each Branch. The
condition of rail and insulation at the rail joints, ballast and sleepers, abnormal
collection of brake dust, rusting of the rail and drainage system of the yard shall
be particularly noted. It shall be ensured that percentage of missing liners for
track circuit length not to exceed 3%. Maintenance work found necessary on
insulation joints after such inspection should be carried out jointly.
17.31 Train Shunt
17.31.1 A train shunt test shall betaken every quarter and every time the track
circuit is adjusted or any alteration is made.
17.31.2 Shunt test shall be taken not only at relay end but also at other parallel
portions of the track, such as, turnouts and crossovers.
17.32 Track Circuit Test Record Card
17.32.1 Track circuit test record Card No. S&T/TC-1, Annexure 19 for DC track
circuits, Card No. S&T/ TC-2, Annexure 20 for AC track circuits with vane type
relays /motor type relays and Card No. S&T/TC-3 Annexure 21 for Jeumont type
track circuits shall be maintained for each track circuit. For other types of track
circuits, suitable record card may be framed by the Chief Signal and
Telecommunication Engineer. Readings shall be recorded every six months.

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Suitable remedial action shall be taken when abnormal readings are noticed at
any time.
17.32.2 Test cards shall be easily accessible for inspection by officials.
17.32.3 The test card shall be kept up-to-date in accordance with the
instructions given on the cards.
17.33 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.
17.34 Limiting Reactance of AC track circuit
Reactance shall be fixed as high as possible and at the same time maintain
sufficient voltage to operate the track relay.
17.35 Measurement of Phase Angle of AC track circuit
The phase angles shall be measured by synchronous motor type /digital phase
meter.
17.36 Raking out of cinders
It should be ensured that indiscriminate raking out of cinders in the trackcircuited area is avoided.
17.37 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.
II. AXLE COUNTERS
A. Requirements
17.38 Axle counter consists of track device mounted on the rails, trackside
electronic equipment provided near the track and connected with track device &
evaluator. Evaluator monitors the counts of track device (s) to give
clear/occupied indication. Two intelligent track side electronic equipment may
also be connected together to give clear/occupied indication.
17.39 Axle counters of approved type may be used in lieu of track circuits to
prove the clearance of a portion of track.
17.40 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.

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17.41 Axle counters shall conform to IRS Specifications S-42 unless otherwise
approved.
17.42 One track side electronic equipment can be common to two adjacent
sections. In such a case output signals of track side electronic equipment shall
be transmitted to two evaluators.
B Installation
17.43 The installation of axle counters shall be done as per RDSO's documentINSTALLATION AND MAINTENANCE INSTRUCTIONS FOR AXLE COUNTER as
modified from time to time or as per manufacturer's installation & maintenance
instructions. The important features of the installation procedure are:
17.43.1 The track detection unit containing the rail inductors shall be fixed to
the rails & secured with proper staggering as per the recommended values.
17.43.2 On sections where trolleys are in operation, trolley protection track
circuit shall be provided to prevent the operation of system by insulated trolleys.
Trolley protection track circuit 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 protection track circuit for track devices
provided on point zone portion by using approved circuits for this purpose. On
sections where non-metallic wheels are used for trolley, trolley protection track
circuit can be dispensed with.
17.43.3 The trolley protection track circuits shall be of adequate length to
permit the track repeater relay in the cabin to drop before the first wheel comes
within the sphere of influence of track devices. Since the track repeater relays in
AC electrified areas are AC immunised and slow to drop, the length of track
circuits has to be carefully decided to prevent malfunction of the axle counter.
17.43.4 On double line section where shunting movements are frequent in the
opposite direction, track circuit length shall be such that even during the
opposite shunt move the track repeater relay de-energises before the first wheel
comes within the sphere of influence of track devices at the maximum shunting
speed.
17.43.5 Subject to considerations in 17.43.3,17.43.4 and 17.43.8 the minimum
distance between track device and insulation joint/glued joint of track circuit in
the direction of movement shall be as per following table.

17.43.6 The track detection unit shall be fixed minimum 6 sleepers away from
the nearest rail joint.
17.43.7 On electrified sections, a minimum distance of 20 metres shall be
maintained between the rail inductor and the nearest block joint, in case of
double rail track circuits.

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17.43.8 The distance between the 2 rail inductors of different axle counting
circuits shall be at least 5 metres so as to avoid mutual interference.
17.43.9 To protect track fittings against damage from hanging parts of moving
train, protectors shall be mounted on both sides of the fitting on single line and
one side on double line. Protectors shall be placed in the sleeper space next to
the track fittings.
17.43.10 The track side electronic equipment shall be housed in a location hut
close to the detection points so that the length of cable between the unit and
the detection points is minimum and does not exceed the limit recommended by
the manufacturer. The equipment inside the location hut shall be placed at a
level well above the flooding level of the area.
17.43.11 The incoming cables from rail conductors and evaluator may first be
terminated on a cable distribution board to provide facility for testing
oscillator/amplifier units.
17.43.12 For all connections, from the track detection unit to the track side
electronic equipment, multi strand flexible cable shall be used.
17.43.13 Cable for transmitter coils and the receiver coils shall be laid in
different pipes at a minimum separation of 500 mm.
17.43.14 The output of receiver amplifier is to be fed to evaluator through
proper cable connections.
i) In 25 KV RE areas, PE Insulated quad of main Telecommunication cable to
specification TC-14, four quad axle counter cable to specification TC-30 or
polythene jelly filled Telecommunication cable to specification TC-41 shall
normally be used for transmission of signals between track side electronic
equipment and evaluator.
ii) In non RE areas, four quad axle counter cable to specification TC-31 or
Polythene jelly filled Telecommunication cable to specification TC-41 shall
normally be used for transmission of signals between track side electronic
equipment and evaluator.
iii) For transmitting signals from track side electronic equipment to evaluator
which is more than 2 Km. away, cable with 0.9 mm dia conductor shall be used.
iv) All precautions prescribed for laying communication cables shall be strictly
followed. Proper earth for each sheath of cables shall be provided, separately.
17.43.15 Track side electronic equipment shall be operated from Central battery
of 24 volts used for feeding evaluator. Battery used for this purpose shall not be
less than 80 AH capacity. More than one evaluator and their track side
electronic equipment may be fed from common central battery of adequate
capacity. At remote locations track side electronic equipment may be provided
with separate battery of 12/24 volts.

296

17.43.16 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.
17.43.17 The power to evaluator is fed from a dc-dc converter of approved
specification which shall be procured from suppliers of the axle counter system
or from approved manufacturers, having complete test facilities. Each evaluator
shall be provided with a separate dc-dc converter.
17.43.18 Evaluator, dc-dc converter, Evaluator and Supervisory relays, and the
track relays providing the feed for trolley protection shall be so installed that all
connections to the evaluator can be made with minimum lead length.
17.43.19 DC-DC Converter shall be fed from 24 volt battery of not less than 80
AH capacity provided with a float charger of approved type and of adequate
capacity.
17.43.20 When a common battery is used for more than one evaluator,
separate dc-dc converter shall be used for each unit, and the capacity of battery
shall be suitably increased. Similarly when a common battery is used to feed
more than one electronic junction box, battery capacity shall be increased.
17.43.21 All lead connections to and from battery and dc-dc converter on 24V
bus 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.
17.43.22 The float charger input from AC mains shall be through metal clad
DPDT switch and all wire connections at terminals, fuse blocks, etc, shall be
tightly secured to avoid any intermittent contact or sparking.
17.43.23 Connections between battery, battery charger and dc-dc converter
shall not be bunched with any other wires. These wires shall preferably be laid
at least 150 mm from any other bunch of wires. Positive and negative wires
shall be twin twisted to avoid interference pick up especially when the lead wires
are long.
17.43.24 Only good quality shielded wires of minimum 1 mm diameter shall be
used for wiring between the evaluator and associated relays. The length of wires
shall be minimum possible.
17.44 Whenever axle counters are used for block working, for control of
reception signals, etc., reset buttons may be provided so that whenever the axle
counter shows fault condition, the same can be reset to normal by the Assistant
Station Master in charge after ensuring that the monitored portion is clear of
obstruction.

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17.45 Each and every operation of the reset button shall be counted on a
Veeder counter and shall be properly recorded in the Train Signal register
indicating the movement before and after the operation of the reset button.
17.46 The procedure/records to verify the vacancy of the track before resetting
shall be checked during inspection by the supervisory staff in charge of
Signalling and Traffic Departments and the staff should be properly educated
during the various courses at the Zonal Training Schools.
17.47 Before use of the reset button for axle counters provided in lieu of track
circuits in station section etc. the following further safeguards shall be followed.
17.47.1 Once the axle counter has failed and is showing fault condition, the first
train shall be piloted as per the extant rules after verification of the clearance of
the reception line. After the piloted train has cleared the portion being
monitored by the axle counter, the axle counter may be reset.
17.47.2 The reset device shall be operated by a key which shall be kept locked
in a separate box in the SMs office. Whenever, it becomes necessary to operate
the reset device, the resetting shall be done jointly by the ASM along with SM
and in case SM is not available this resetting shall be done jointly by ASM with
Switchman or by ASM with Electrical Signal Maintainer.
17.47.3 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 the first train
after the failure has been piloted and after the vacation of the same the axle
counter has been reset. This procedure of piloting the first train and ensuring
that the monitored portion is free of any vehicle before resetting is done shall be
clearly laid down in the station working rules.
17.48 Where axle counters are used for block working, viz. Intermediate block
signaling, tokenless block signalling automatic signalling etc, the following
precautions shall be observed :17.48.1 Once the axle counter has failed and the concerned signal cannot be
taken off, the dispatching station shall verify the clearance of the block section
by exchange of private number with the station in advance. After ensuring that
the block sections is clear, the axle counter shall be reset by co-operative effort
between the ASM of the dispatching and the receiving stations. The circuitry
shall be such as to obviate the possibility of the resetting by the dispatching/
receiving station independently.
17.48.2 Each and every operation of the reset button shall be recorded in the
Train Signal Register by both the stations and during inspection of the stations
the Signal and Traffic Inspecting officials shall specifically check up the
procedures being followed in respect of the above reset buttons and ensure that
the exchange of private number in this regard is being maintained properly.
17.49 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

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distance beyond the permissible tolerance. It is, therefore, necessary that 4 rail
lengths on either side shall be well anchored.
C. Maintenance
17.50 Maintenance of axle counters shall be done as per RDSO's document
"INSTALLATION AND MAINTENANCE INSTRUCTIONS FOR AXLE COUNTERS and
maintenance of Universal Axle ' counter as per 'MAINTENANCE PRACTICES FOR
UNIVERSAL AXLE COUNTER'. Important maintenance instructions are given in
Annexure 22.
17.51 Maintenance of axle counters manufactured by other manufacturers shall
be as per instructions given by the manufacturers.
17.52 Anchoring of track on either side of the rails where transducers of axle
counters are fixed, shall be closely watched by the Permanent Way staff to
ensure that there is no differential creep.
17.53 Tie Tamper shall not be used for 4 sleepers on either side of the axle
counters. Incidentally they should be manually maintained.
Annexure 18

Note: The Relay end and Feed end resistance shown in the table are fixed
values for the purpose of centralising the equipment and should be made up by
the use of Rheostatic Resistance.
Annexure 19

Annexure 20

Annexure 21

Annexure 22
Para 17.50
MAINTENANCE INSTRUCTIONS FOR AXLE COUNTER
1. WEEKLY INSPECTION OF OUTDOOR EQUIPMENT (BY ELECTRIC SIGNAL
MAINTAINER)

299

1.1 Check all nuts and bolts of base clamps, receiver and transmitter housings
and ensure they are fully tight.
1.2 Inspect the wiring loops and ensure they are in good condition and the
connections are tight.
1.3 Check the 'Staggering' of the rail inductors. Check staggering has not been
affected by excessive rail creep.
1.4 Observe the packing condition of supporting sleepers and ensure the fittings
do not vibrate heavily during passage of trains. If necessary, get the sleepers
packed well.
1.5 Inspect all connections on the oscillator/amplifier unit and ensure they are
tight.
1.6 Check the screw coupler on the oscillator/receiver amplifier unit and ensure
they are tight.
1.7 Measure the amplifier output voltage of both channels and ensure they are
within the prescribed limits.
1.8 Inspect the battery. Check electrolyte level, specific gravity and voltage.
1.9 Inspect the charging equipment. Measure charging current and ensure it is
neither too low nor too high.
1.10 Interference with power supply, connections of oscillator/receiver amplifier
and transmitter and receiver coils are likely to cause random counting in the
Evaluator and should be done only after ensuring that no train is occupying or
approaching the controlled section.
1.11 Inspect the track circuit, its connections, rail joints, etc., and ensure
everything is in good condition.
2. INSPECTION
FORTNIGHTLY

OF

EVALUATOR

(BY

ELECTRIC

SIGNAL

MAINTAINER)

2.1 Ensure the screw coupler connectors are fully tight.

2.2 Measure the incoming voltages of all channels and ensure they are within
the prescribed limits; Record the readings.
2.3 Check that all indication lamps are lighting in correct sequence.
2.4 Observe the reading on the display unit after passage of a train and
compare it with the actual number of axles of the train. Verify that the counting
is correct.
2.5 Measure the coil voltages on Evaluator and Supervisory relays and ensure
that they are within permitted limits.

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2.6 Measure the voltages on Evaluator and Supervisory relay coil terminals
when the relays are de-energised and ensure that the voltage is not more than
0.5 V.
2.7 Inspect the battery. Check electrolyte level, specific gravity and voltage.
Efficient maintenance of the battery is a must for the correct performance of the
equipment.
2.8 Inspect the charging equipments. Measure charging current and ensure it is
neither too low nor too high.
2.9 Measure the dc-dc converter output voltages & record the voltage readings.
2.10 Interference with power supply and evaluator connections is likely to cause
random counting of the evaluator and should be done only after ensuring that
no train is occupying or approaching the controlled section.
2.11 Ensure the reading of the Reset counter tallies with that recorded in the
register.
2.12 Ensure the 'Reset' switch is in the 'Normal' position and is sealed properly
after the maintenance and inspection.
3. QUARTERLY INSPECTION OF OUTDOOR EQUIPMENTS (SECTION ENGINEER /
SIGNAL OR SR. SECTION ENGINEER / SIGNAL)
3.1 In addition to all items mentioned under fortnightly inspection, the following
should be checked.
3.2 Check the transmitter housing and its aluminium clamps, holding bolts and
nuts and ensure that these are fully tight.
3.3 Check the receiver housing holding bolts and nuts and ensure these are fully
tight.
3.4 Check the oscillator output voltage & frequency. It should be within the
permissible limits.
3.5 Check the oscillator output wave shape is sinusoidal.
3.6 Check indication lamps in Station Master's resetting box are lighting in
correct sequence.
3.7 Ensure output level of receiver amplifier is 0.7 to 1 V rms.
4. QUARTERLY INSPECTION OF EVALUATOR (SECTION ENGINEER/SIGNAL OR
SR. SECTION ENGINEER/SIGNAL)
4.1 In addition to all items mentioned under Fortnightly inspection, the following
should be checked.

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4.2 Check the 5 KHz input signal of each channel. Ensure there is no
interference and modulation.
4.3 Safe working of the axle counter shall be checked with the help of dummy
wheel.
4.4 Check working of trolley protection circuit.
4.5 With unequal counts (train in controlled section) ensure that both 'SUP' and
'EV' relays are de-energised and voltages on relay terminals are less than 0.5 V.
4.6 Switch 'ON' and 'OFF' the battery charger at quick intervals. Ensure that no
false count is registered by the evaluator.
5 INSPECTION AFTER REPAIRS : When repairs involving change of components
are carried out the concerned card should be tested thoroughly as per the
detailed test schedule issued by RDSO. Such repairs should normally be carried
out only at the central repair centre where necessary calibrated instruments
required for the purpose are available.

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI|| Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XVIII
BLOCK INSTRUMENTS INSTALLATION.
SECTION 'A' - GENERAL
18.1
Fixture
18.2
Painting
18.3
Transmission Media and other wires
18.4
Block instruments distinction of
18.5
Protective meanures against power line parallelism
18.6
Earth
. SECTION 'B' - SINGAL LINE TOKEN INSTRUMENTS
18.7 to 18.9
Installation
18.10 to 18.13 Tests to be conducted after installation
commissioning
. SECTION 'C' - DOUBLE LINE BLOCK INSTRUMENTS
18.14
Relays
18.15
Block Release
18.16 to 18.20 Tests to be conducted at the time of installation
. SECTION 'D' SINGLE LINE TOKENLESS BLOCK INSTRUMENT
18.21
Mounting of instrument
18.22
Checks required before installation of instrument
18.23
Issulation Resistance

and

before

302

18.24
Block Release
18.25 to 18.30 Testing of Single Line Tokenless Bleck Block Instruments
. MAINTENANCE
. SECTION 'E' TOKEN INSTRUMENTS - GENERAL
18.31
Register of block Instruments
18.32
Censuse of Tokens
18.33
Damaged Tokens
18.34 to 18.36 Lost Tokens
18.37
Balancing Token
18.38
Token pouches
18.39
Responsibility of the Operating Staff
18.40
Importance of bell signals
. SECTION 'F' - BLOCK INSTRUMENTS & THEIR ANCILLARY APPARATUS
ENERAL INSTRUCTIONS MAINTENANCE
18.41
Maintenance Check
18.42
Overhauling of Block Instruments
18.43 to 18.46 Block Earths
. SECTION 'G' - MAINTENANCE - DETAILED INSTRUCTIONS
18.47 to 18.54 Token Instruments
18.55 to 18.56 Double Line Block Instruments
. SECTION 'H' - MAINTENANCE SCHEDULE
18.57
Maintenance Schedule for Block Instruments
. SECTION 'I' - AXLE COUNTER BLOCK INSTRUMENTS
18.58
Maintenance of Axle Counter Block Instrument
. SECTION 'J' - SOLID STATE BLOCK SYSTEM
18.59
Maintenance of Solid State Block System
Annexure 24
Painting Scheme-Block Signalling Equipment
Annexure 25
Format for recording particulars of lost token
Annexure 26
Token Balance Book Format
Annexure 27
Method of finding out the resistance of an earth
Annexure 28
Schedule of Maintenance for Block Instrument

CHAPTER -XVIII
BLOCK INSTRUMENTS
INSTALLATION
SECTION 'A' - GENERAL
18.1 Fixture:
18.1.1. All block instruments shall be of approved type only.

303

18.1.2 The Table or other fixture on which instruments are placed must be
substantial and the Instruments are securely fixed there on.
18.1.3 Turn-table arrangement may be provided for fixing the Token Instrument
to enable easier maintenance but the plate on which the instrument turns shall
be securely fixed to the table.
18.2 Painting:
Painting of Block Instruments shall be in accordance with the painting scheme in
Annexure -24.
18.3 Transmission Media and other wires :
18.3.1 Line Wires:
The line wires from the point where the lines of two adjacent block sections
meet to the terminating point on or near the building shall either be insulated or
be so erected as to be not less than 150 mm from any other wire. The provision
of insulated wires should be preferred.
The insulated line wires must be terminated on pot-head insulators. The line
wires must not be easily accessible. Alternatively, a cable, suitably protected,
may be used, but a separate cable should be provided for each instrument
circuit. The insulated line wires must be led in sloping upward to the building,
otherwise a drip loop should be provided.
18.3.2 Leading in wires:
The wires leading into the building from the terminating point shall be
adequately separated from the wires of other circuits and shall be single,
braided or metal sheathed, run in one length from the pot-head insulator to the
test panel. Alternatively, a cable, suitably protected, may be used, but a
separate cable should be provided for each block instrument circuit.
18.3.3 Indoor Wires:
Indoor wires must be run in troughing or other suitable form of trunking which
provides protection from interference and separation from the wires of any
other circuit.
18.3.4 Radio / Optical Fibre Cable:
Where radio channel or optical fibre cable is used in lieu of line wires, approved
type block interface shall be provided.
18.3.5 Specification of Wires :- All wires or cables shall be in accordance with
the Indian Railway Standard Specification or other approved specification.
18.3.6 Lightning Dischargers shall not be located in the Block Instrument but
installed separately and shall be the demarcating point for test purposes.

304

18.4 Block instruments, distinction of :

Where two or more block instruments are located in the same room, they shall
be fitted with bell units/ bell buzzers of distinctive tones.
18.5 Protective measures against power line parallelism
18.5.1 It shall be ensured that induced voltage due to power line parallelism
does not exceed 150V and the short circuit fault current does not exceed 430V
as prescribed by CCITT.
18.5.2 If the induced voltage goes beyond these limits, overhead block circuit
shall be transferred to an underground telecom. PET quad cable/OFC/Radio, so
as to bring the induced voltage within the permissible limits.
18.5.3 Since the immunity of PR relay is only up to 10V, block filters shall be
used in all block instruments using this relay where this limit is exceeded.
18.5.4 Block filters shall be used with Handle type Block instruments using
frequency coded signal, where diodes have been used in line circuits.
18.5.5 Use of single line push button token less block instruments is permitted
in sections where length of parallelism does not exceed 1.5 Km, so as to ensure
that the DC coding used in these block instruments is not mutilated.
18.6 Earth
18.6.1 A separate earth shall be provided for each instrument. The earth shall
be of an approved type and should be buried at depth of not less than 1.5m and
at a distance not less than 2.5m from any other earth. The resistance of the
earth should not be more than 10 ohms.
18.6.2 The length of the Earth wire shall be as short as possible and cross
section of the wire not smaller than the size of the line wire and in any case
shall not be smaller than 4mm dia. The earth wire shall not have a sharp bend
or spiral. Earth wire should be adequately protected from mechanical injury and
be efficiently connected to the earth. All connections to the earth shall be well
soldered.
SECTION 'B' - SINGLE LINE TOKEN INSTRUMENTS
INSTALLATION
18.7 The token instruments shall be so installed that the token of one section
cannot be placed in any other instrument at that station. It is also desirable that
the installation be such that if the token is over carried, it cannot be placed in
any instrument at the next station.
18.8 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

305

new crossing station is opened, tokens with special configuration (D&E) shall be
provided.
18.9 Block Instruments must be mounted level (spirit level may be used) so
that tokens will not get into any particular race in case of ball token instrument
and the token will not tilt in case of tablet token instrument.
Tests to be conducted after installation and before commissioning :18.10 Check that correct polarities are connected to the instruments at the both
ends.
18.11 Check that all mechanical parts are free to move without undue friction
and that there is no jamming of moving parts.
18.12 Check that the commutator does not change unless the token gets into
the races in the case of Ball Token instruments and slides down the rail beyond
the tablet receiver in the case of Tablet Token instrument.
18.13 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 installations testing.
SECTION 'C - DOUBLE LINE BLOCK INSTRUMENTS
18.14 Quick acting relays shall not be used for stick circuits of the block
instrument. Shelf type relays or alternatively two immunized plug-in type 'Q'
series relays connected in tandem or one 'Q' series slow to pick up AC
immunized relay shall only be used. The total pick up time of relays used shall
not be less than 300 ms.
DC 3-position polarized line relay of approved type shall only be used in the line
circuit for block working.
18.15 Block release shall be by the operation of two track circuits sequentially.
Tests to be conducted at the time of installation
18.16 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.
18.17 Check that the Block Clearance Relay picks up only after the commutator
is turned to "Train On Line" position.
18.18 Check that the Last Stop Signal cannot be taken 'OFF' when the
commutator is in other than "Line Clear" position.

306

18.19 Check that the Last Stop Signal is automatically replaced to 'ON' when
the train enters the block section and continues to remain in the 'ON' position
until the train has arrived at the receiving station and a fresh "Line Clear" is
obtained.
18.20 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 'D' - SINGLE LINE TOKENLESS BLOCK INSTRUMENT
18.21 The instruments shall be mounted level. The instruments shall be so
placed as to have an easy access and space for their maintenance.
18.22 Before installation, the instrument shall be checked for the following: (a) Free from mechanical damage, corrosion. All nuts and bolts shall be secure
and complete.
(b) The Front Panel shall be free from splitting, twisting or warping in case of
Push Button type instruments.
(c) The seal of all the relays and counters shall be intact.
(d) Sealing.
18.23 All the external connections to the block instrument shall be removed and
insulation resistance measured between individual insulated circuits and Earth.
The minimum value between each individual insulated circuit and Earth shall not
be less than 10 mega ohms.
18.24 Block release shall be by operation of two track circuits sequentially.
Testing of Single Line Tokenless Block instruments
18.25 Check that the Last Stop Signal at the sending station cannot be taken
'OFF' until the receiving station instrument is set to "Train Coming From"
condition and the sending station instrument is set to "Train Going To"
condition.
18.26 Check that the Line Clear can be granted only when reception signals and
the Last Stop Signal are proved at 'ON'.
18.27 Check that the Last Stop Signal is replaced to 'ON' by the entry of a train
into the block section and the same is maintained in the 'ON' position until the
train has cleared the block section and the instruments are brought back to the
'Line Closed' condition and fresh "Line Clear" is obtained.
18.28 Check that the opposing Last Stop Signals of the block section cannot be
taken "OFF" atone and the same time.
18.29 Check that the circuit for proving the arrival of a train is directional.

307

18.30 Check that the shunting key can be taken out only when the instruments
are in "Line Closed" condition or "Train Going To" condition.
MAINTENANCE
SECTION 'E' - TOKEN INSTRUMENTS - GENERAL
18.31 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.
18.32 Census of Tokens:
Each Senior Section Engineer/Signal shall take a census of the tokens working
in various block sections at least once in six months and shall keep their record
in the register of Block Instruments. He should also record this information in
the Signal History Book at every station and keep it up to date in this respect.
18.33 Damaged Tokens:
18.33.1 Tokens, which are cracked or deformed or have worn to a size smaller
than the normal size or are damaged in any other way and are liable to jam in
an instrument and cause a failure shall be removed, broken up and returned to
Stores. Advice of tokens that have been removed shall be given to all
concerned.
18.33.2 Token so removed shall be replaced with another token of the same
number and all concerned advised.
18.34 Lost Tokens:
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 Divisional Operating Manager
giving full particulars and cancelling the lost token for the information of the

308

staff. The particulars of the lost token shall be published in the Railway's
Gazette.
18.35 Particulars of lost tokens on Card No. S&T/TL, as per Annexure - 25 shall
be conspicuously exhibited near the relevant instrument for the information of
the Operating Staff.
18.36 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.
18.37 Balancing Tokens:
18.37.1 Maintainers shall, whenever necessary, transfer tokens from the
instrument in which they have accumulated to the instrument at the other end
of the section. Each Maintainer 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 - 26, serially numbered. Each book before issue shall be endorsed by
Senior Section Engineer/Signal as under :"Page.........to...........checked and found correct".
18.37.2 Maintainers shall fill up portions 'A' and 'B' of Token Balance Book form
and take the signatures of(i) The Station Master of the Station from where tokens have been extracted to
verify that token numbers as mentioned were extracted from the instrument
with his permission;
(ii) The receiving Station Master to verify that token numbers mentioned in the
book have been correctly deposited in the relevant instrument.
18.37.3 An entry in the "Train Signal Register" shall be made to this effect.
18.37.4 Station Masters shall have instructions to advise the Maintainer by
wire/control message as soon as the balance of tokens in their token balance
register falls to "Six".
18.37.5 Extracting of/replenishment of tokens in token instruments shall be
done when the instruments are in the "Line Closed" position.
18.38 Token pouches shall be kept in proper repair by the Traffic Department
and damaged pouches shall not be allowed to be used.
18.39 Responsibility of the Operating Staff :
It shall be impressed on the Staff operating the instruments that they are
responsible for the safe working of the instruments and that such safe working
is dependent on the correct use of the code of bell signals and the correct
operation of the instruments being carried out in proper sequence.
18.40 Importance of bell signals:

309

It shall also be clearly impressed on the operating staff that the provision of
telephones do not do away with the necessity for use of authorised code of bell
signals.
SECTION 'F-BLOCK INSTRUMENTS & THEIR ANCILLARY APPARATUS GENERAL
INSTRUCTIONS - MAINTENANCE
18.41 Maintainer shall ensure by a fortnightly check that 18.41.1 Locks : - Electrical or Mechanical Locks are in a condition that they are
not liable to be forced.
18.41.2 Indicators : - Indicators operate fully and return to the normal position
correctly when released.
18.41.3 Contacts : - All contacts are clean and free from pitting. If surfaces are
pitted, they shall be cleaned with chamois leather and refurbished.
18.41.4 All springs are in good condition and kept properly adjusted.
18.41.5 Relay armatures : - Relay armatures are free and return to their normal
position when no current is flowing.
18.41.6 Track Circuits : - Instructions as laid down in Chapter XVII are adhered
to.
18.41.7 External Wiring : - All wiring is in good condition and free from joints.
Joints, wherever necessary, are properly soldered and insulated.
18.41.8 Terminal Screws : - All terminal screws, lock nuts and locking screws
are kept tight and split pins opened.
18.41.9 Batteries :- All batteries are kept clean, terminals tight and free from
dirt or corrosion and maintained in accordance with instructions in Chapter XVI.
18.41.10 Lightning protector :- Lightning and power protective devices and
earth connections are effective and in good condition.
18.41.11 Block instrument telephone:- Block instrument telephone, its flexible
cord and the condenser or other means provided for isolating the telephone
from the Block Instrument circuit are in good condition. The isolation is such
that there is no direct path for the current to flow from one circuit to the other.
18.41.12 Receiver diaphragms are not buckled and are at the correct distance
from the pole pieces.
18.41.13 Receiver earpiece fits correctly and is screwed tight.
Note :- Para 18.41.1 to 18.41.13 shall be checked once in a month by the
Section Engineer / Signal and once in three months by the Senior Section
Engineer/Signal.

310

18.41.14 When a pair of block instruments of a block section falls in different

contiguous Railway/ Division, both instruments and their associated equipment
shall be maintained by one agency.
18.42 Overhauling of Block Instruments :
Periodical overhauling interval shall not exceed ten years for Single Line Token
Block Instruments and seven years for Double Line Block Instruments and
Handle type Single Line Tokenless Block Instruments. Push Button Tokenless
Block Instruments do not require overhauling. The associated polarised relay
shall also be overhauled along with the Block Instrument.
18.43 Block Earths:
Block earths and their connections shall be examined at intervals of not more
than one month by the Section Engineer/Signal and at intervals of three months
by the Senior Section Engineer /Signal.
18.44 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 -27. Where the resistance exceeds 10 ohms, action
shall be taken to reduce the resistance by providing additional earths in parallel.
18.45 In A.C. electrified areas, two different Earth shall be provided for
Discharger and Block Earth.
18.46 The four Terminal Condenser used in filter shall be connected in such a
way that the D.C. 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 'G' - MAINTENANCE - DETAILED INSTRUCTIONS
Token Instruments
18.47 Care shall be taken to see that the safety catch provided near the spring
clutch shaft is in position and functioning properly and free to move about the
fulcrum without any friction.
18.48 Token indicator shall be checked to see if it is free to move. The pin shall
be oiled once a fortnight with axle oil medium grade to IS: 1628. Effectiveness
of 'No token' lock shall be checked. It shall not be possible to take handle to
Train Going To' position when token indicator shows Red.
18.49 Care shall be taken to see that "Train Going To" and "Train Coming From"
locks rocker arm is free to move about its fulcrum pin. The locks shall be about
1mm above the rack; if not, the locks shall be changed. The edge of the lock
shall be square.
18.50 It shall be ensured that all parts of the instrument, which undergo wear
and tear are replaced at the time of overhauling.

311

18.51 The locking Pawl shall be checked to ensure that it is correctly shaped,
square ended and the width is 9.5mm.
18.52 Care shall be taken to see that in the case of Tablet instrument, the tablet
holding arm release lever is working satisfactorily and the tablet can be released
only after full rotation and release of the instrument handle in the "Train Going
To" position.
18.53 It shall be checked that the notches in the rack are correctly shaped and
square.
Note: - RDSO Booklet No. STS/E/BTI/IMI may be referred to for detailed
instructions regarding maintenance of Token Instruments.
Single Line Tokenless Instruments - Push Button type
18.54 The tests enumerated in paragraphs 18.25 to 18.30 shall be carried out
during routine maintenance.
Double Line Block Instruments
18.55 Locking assembly shall be replaced during each overhauling irrespective
of its condition. It shall also be ensured that all parts of the instrument which
undergo wear and tear are replaced at the time of overhauling as per approved
instructions.
18.56 Tests enumerated in paragraphs 18.16 to 18.20 shall also be carried out
during routine inspection.
SECTION 'H' - MAINTENANCE SCHEDULE
18.57 The Maintenance Schedule for Block Instruments shall be as in Annexure
- 28. At stations having heavy traffic the Railways may prescribe more frequent
inspections, if considered necessary.
SECTION 'I' - AXLE COUNTER BLOCK INSTRUMENTS:
18.58 Maintenance of axle counter block instrument:
18.58.1 Various parameters of axle counter track equipment shall be maintained
within permissible values as per the instructions issued from time to time.
18.58.2 It shall be ensured that various signal levels at prescribed points of
electronic equipment are within permissible limits as per laid down instructions .
SECTION 'J' - SOLID STATE BLOCK SYSTEM
18.59 Maintenance of Solid State Block System:
18.59.1 Various parameters as per the instructions issued from time to time
shall be maintained within permissible values.

312

18.59.2 It shall be ensured that various signal levels at the prescribed points of
electronic equipment are within permissible limits.
Annexure 24
Para 18.23
PAINTING SCHEME - BLOCK SIGNALLING EQUIPMENT
1.Single Line Token and Tablet Instruments
(a) Body
Grey Enamel

..

(b) Operating Handle, Bell except Gong, Station Master's Control Lock.
..
Black Enamel
2. Single Line Tokenless Block Instruments
(a) Body
Grey Enamel
(b)
..

White

..
Operating

(c) Base
Black Enamel

handle,

if

any
..

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

..

Card No. S&T/TL

Annexure 25
Para 18.35
................RAILWAY

313

SIGNAL & TELECOMMUNICATION DEPARTMENT

TOKENS/TABLETS LOST
BLOCK SECTION...................................
Division....................................................
Station..............................................................
Type
of
Instrument:..............................................................................
Serial No..................................................
Date of Installation....................................
Serial No. of Token lost
Date lost
Serial No. of New Token used
inserted Signature and remarks of SSE/SE/JE (Signal)
. .
.
.
.
. .
.
.
.
. .
.
.
.
. .
.
.
.

Block

Date

Annexure 26

Annexure 27
Para 18.44
METHOD OF FINDING OUT THE RESISTANCE OF AN EARTH

(1) Earths shall be tested by means of a wheatstone Bridge or a G.P.O. Detector

or a megger Earth Tester. Two Iron bars with terminals fixed on them and
suitable length of wire shall be used as temporary Earths.
(2) To test an Earth, iron bars shall be driven about 6m from the Earth to be
tested and 6m from each other as shown in the diagram below.
The bars shall be used as temporary Earths and driven in the ground for 1m,
0.25m at a time, then worked backwards and forwards so as to leave a space
for watering. Salt water shall be used to ensure that the bars make a good
connection with the Earth. Should salt be not available, a weak solution of
salamoniac in water may be used.
In the diagram, E-1 represents the Earth under test, E-2 and E-3 represent
temporary earths.
The resistance in ohms, between the respective Earths shall be tested with the
Wheatstone Bridge or G.P.O. Detector or Megger Earth Tester.

314

Annexure 28

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XIX
DETAILED INSTRUCTIONS FOR INSTALLATION & MAINTENANCE OF ELECTRICAL
SIGNALLING EQUIPMENT.
SECTION 'A' - GENERAL INSTRUCTIONS FOR
PROPER USE OF TOOLS
19.1 to 19.3
General Instructions
19.4
Soldering Connections
19.5
Wire Termination
. SECTION 'B' - COLOUR LIGHT SIGNALS INSTALLATION
19.6
Type
19.7
Visibility
19.8
Location
19.9
Mounting and Fixtures
19.10
Alignment
19.11
Focussing
19.12
Hoods and Back Screens
19.13
Cables
19.14
Gaskets and Sealing
19.15
Locking
. SECTION 'C - ELECTRIC SIGNAL MACHINES
19.16
Type
INSTALLATION
19.17 to 19.18 Installation
19.19
Testing
19.20
Locking
. SECTION 'D' - ELECTRICALLY LIT SEMAPHORE SIGNALS
19.21 to 19.23 Installation

315

. SECTION 'E' - ELECTRIC SIGNAL REVERSERS

......
19.24
Type
19.25
Fixing
19.26
Locking
19.27
Installation
. SECTION 'F' - ELECTRIC POINT MACHINES REQUIREMENTS
19.28 to 19.33 Installation
19.34
Initial adjustment of Point Machine
19.35
Adjustment of Driving Rod
19.36
Adjustment of detector contacts
19.37
Adjustment of friction clutch
19.38
Obstruction Test
SECTION 'G' - ELECTRICAL DETECTOR
19.39 to 19.46 Installation
19.47
Circuit Controller
SECTION 'H' - RELAYS REQUIREMENTS
19.48
Type
19.49
Flasher
19.50
Storage
19.51
Protection
19.52.
Transportation
. INSTALLATION
19.53 to 19.58 Location
19.59
Code Pin Configuration
19.60
Relay Clip
19.61
Relay Index Board
19.62
Cross protection and double cutting
19.63
Contact Chart
19.64
Sealing of Plug-in Relays
. SECTION 'I' - STATION MASTER'S SLIDE CONTROL FRAMES
19.65
Type
19.66
Fixing
19.67
Location
19.68
Mechanical Locking
19.69
Locking or sealing
. SECTION 'J' - ELECTRIC KEY TRANSMITTER INSTALLATION
19.70
Type
19.71
Fixing
19.72
Location
19.73
Communication
19.74
Keys
19.75
Sealing
. SECTION 'K' - ELECTRIC LEVER LOCK
19.76 to 19.78 Installation
. SECTION 'L' - SIGNAL INDICATOR
19.79
Location
19.80
Protection
19.81
Audible Warning
19.82
Wiring
19.83
Signal Arm & Light Repeater
19.84
Colour Light Signal Indicator
19.85 to 19.86 (Left blank intentionally)

316

. SECTION 'M' - FUSES

19.87
Fuses
. SECTION 'N' - EARTH CONNECTIONS
19.88 to 19.91 Earth Connections
19.92
Method of obtaining Earth
19.93
Earthing Leads
19.94 to 19.101 Earth Electrode Siting
19.102 Earth Resistance
19.103 Earth Electrodes
19.104 Watering
19.105 Earth Connections
. SECTION 'O' - PAINTING OF ELECTRICAL SIGNALUNG EQUIPMENT
19.106 Colour Scheme
19.107 Interval of Painting
. COLOUR LIGHT SIGNALS
19.108 Cleanliness of Lenses
19.109 Replacement
19.110 Maintenance checks
. ELECTRIC SIGNAL MACHINES
19.111 Cleanliness
19.112 Lubrication
19.113 Contacts
19.114 Commutators and Brushes
19.115 Tests
. ELECTRICALLY LIT SEMAPHORE SIGNALS........
19.116 Maintenance
. ELECTRIC SIGNAL REVERSERS
19.117 Maintenance
19.118 Tests
. ELECTRIC POINT MACHINES
19.119 to 19.126
Maintenance
19.127 to 19.129
Tests
. ELECTRIC DETECTOR
19.130 to 19.133
Maintenance
19.134 Obstruction Test
19.135 Circuit Controller
. RELAYS
19.136 to 19.138
Maintenance
19.139 to 19.140
Periodical Inspection
19.141 Overhauling
. STATION MASTER'S SLIDE CONTROL FRAMES
19.142 Maintenance
19.143 Testing and Overhauling
. ELECTRIC KEY TRANSMITTER
19.144 Maintenance
19.145 Testing of Key Transmitter
. ELECTRIC LEVER LOCK
19.146 Maintenance
. SIGNAL ARM AND LIGHT INDICATORS
19.147 Maintenance
. MAINTENANCE SCHEDULE
19.148 Schedule of Maintenance of Electrical Signalling Equipment

317

Annexure 29
Annexure 30

Colour Scheme for Electrical Signal Equipment

Schedule of Maintenance Electrical Signalling Equipment

CHAPTER -XIX
DETAILED INSTRUCTIONS FOR INSTALLATION
ELECTRICAL SIGNALLING EQUIPMENT

AND

MAINTENANCE

OF

SECTION 'A' - GENERAL INSTRUCTIONS FOR PROPER USE OF TOOLS

19.1 All staff engaged in the installation and maintenance of electrical signalling
equipment shall be in possession of proper tools. List of specific tools shall be
circulated by CSTE.
19.2 While using metal tools like screwdrivers, nose pliers, cutting pliers, etc.
near the working apparatus, care shall be taken to avoid short circuiting and
consequent blowing out of the fuse.
19.3 All staff shall possess adequate number of appropriate insulated tools like
rubber gloves, pliers, screw drivers, etc. A rubber floor mat may be used for
standing while attending to circuits carrying more than 110-Volt except in
outdoor locations. Signal maintainer shall possess a competency certificate for
working on more than 110V AC circuits.
19.4 Soldering connections
19.4.1 Staff working in the installation and maintenance of electrical equipment
shall be conversant in use of soldering iron/gun for making good soldering
joints.
19.4.2 Care shall be exercised to avoid dropping of particles of solder and
clippings of wire on adjacent terminals and apparatus.
19.4.3 In addition to soldering irons of adequate wattage for the type of work
done, the following shall be at hand:
(a) A Small file for dressing the soldering tip;
(b) A fire proof pad for wiping the tip;
(c) A mica sheet of adequate size or a suitable stand for soldering iron
19.4.4 Electrical soldering irons shall be switched off when not in use over
extended periods.

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19.4.5 While making a soldering joint, the surface shall be thoroughly cleaned,
fluxed and tinned.
19.4.6 Use of too much solder shall be avoided to prevent lumpy connection.
19.4.7 Soldering iron shall not be held on the wire connection for too long to
avoid damage to insulation.
19.4.8 Imperfect joints are the result of any one of the following causes, which
should be avoided,
(a) Soldering iron not sufficiently hot.
(b) Soldering iron held on the connection for insufficient length of time
(c) Unclean terminal or wire.
(d) A solder of improper composition or inferior fluxing agent.
19.4.9 A newly soldered connection shall not be disturbed till the solder has
thoroughly cooled.
19.5 Wire Termination
19.5.1 While terminating wires, care shall be taken to bend the wires in
clockwise direction.
19.5.2 Wire strippers shall be used for the purpose of stripping off the wire
insulation. Cutting pliers shall not be used for the purpose.
19.5.3 Washers and check nuts shall be used whilst fastening.
19.5.4 Not more than two wires shall be terminated on one terminal.
19.5.5 Multi-strand wires shall be terminated on terminal lugs and covered with
insulation sleeves.
19.5.6 Wires of cable shall be neatly terminated and properly bunched.
19.5.7 Crimping tools of appropriate design should be used.
SECTION 'B' :- COLOUR LIGHT SIGNALS INSTALLATION
19.6 Type :- Colour Light Signals shall be multi unit of approved type.
19.7 The signal shall have a minimum visibility as indicated in Chapter Vll.
Spread light lenses may be used on curvatures and gradients to ensure
continuos visibility of signals.
19.8 Location :- The location and spacing of signals shall be in accordance with
approved plans. The signal shall be so located that a clear view is available to
the driver of an approaching train and is as close to the track as permissible.

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The height of normal aspect of the signal shall be approximately at 3.65 metre
from the rail level. Wherever this is not feasible due to local terrain, height of
the signal post may be suitable increased or decreased to get a clear view of the
signal. The actual visibility of signal shall be checked by a sighting committee
and action to improve the visibility taken on recommendation of the committee
before commissioning a new signal.
19.9 Mounting and Fixtures :19.9.1 Colour Light Signals may be mounted on a rigid ground post or a signal
gantry clear of standard dimensions.
19.9.2 Each signal unit shall be rigidly fixed in position.
19.9.3 Signal posts shall be kept plumb and lead wool packed.
19.9.4 Lead wool packing may be used to close the excess gap from post to
signal unit, surface base to post. The cable entry at the signal unit should be
provided with wooden plug around the cable to close excess gap to prevent
rodent entry.
19.9.5 Signal number plate shall be provided.
19.10 Alignment :- Each signal unit shall be aligned correctly to the required
distance and direction by employing the sighting hole along the side of the
signal unit and by manipulating the separate horizontal and vertical
adjustments.
19.11 Focussing :- Each aspect shall be properly focussed.
19.12 Hoods and Back Screens: - Hoods of adequate size to counteract the
effects of sunrays shall be provided. Where required, metallic mesh at suitable
spacing shall be provided to protect lenses from outside interference.
19.13 Cables :- Cables shall be used from the point of operation to the location
box/signal unit and/ or location box to the signal unit. Cable shall be protected
suitably at the entry points of location box and signal post..
19.14 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,
19.15 Locking :- The housing shall be kept locked.
SECTION 'C - ELECTRIC SIGNAL MACHINES
19.16 Electric Signal machines shall be Top of Mast' type and shall conform to
approved specifications. Suitable anti-theft measures shall be provided.
INSTALLATION
19.17 General :

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19.17.1 Electric signal machines shall be installed in accordance with approved

plans.
19.17.2 Before installation of the machine, it shall be ensured that(a) The signal post is plumb and where necessary has been suitably guyed,
especially where fitted on top of mast.
(b) The machine has been properly cleaned, greased and oiled in accordance
with the manufacturer's instructions and working freely
(c) A suitable platform has been provided on the signal post for the maintainer
to have an easy access to all parts of the machine.
19.17.3 The machine shall be fixed to the post with clamps of suitable size and
be prevented from slipping downwards.
19.17.4 Only 'B' type spectacle shall be used for semaphore arm operated
through electrical signal machine mounted top of mast, however, 'A' type
spectacle may be used for base of mast mounted electric signal machine.
19.17.5 Excessive lowering more than 50 or excessive raising more than 90
shall not be permitted to ensure self-restoration of signal arm when signal is put
back to ON.
19.17.6 Gaskets and sealing shall be in accordance with Para 19.14.
19.18 The signal machine shall be worked on cable.
19.19 Testing :- Machine shall be tested in accordance with para 19.115 before
being brought into use, and thereafter at such interval as laid down in Chapter
XIII.
19.20 Locking :- The housing of the machine shall be locked. Anti-theft
arrangements shall be provided where required.
SECTION 'D' - ELECTRICALLY LIT SEMAPHORE SIGNALS
19.21 Electrically lit semaphore signals where provided shall conform to
approved drawings and normally be operated from batteries charged from solar
panels or alternatively from the battery charger, provided electrical power is
available.
19.22 A suitable device of an approved type shall be used to switch off the
power supply during day light, where it is so desired.
19.23 Fixing arrangements of signal lamp for electric lighting of signals shall be
of approved design. The arrangement for electric lamp should be such that in
emergency Kerosene oil lamp can be provided without modification to the fixing
arrangement. Focussing arrangements by way of horizontal and vertical
adjusting screws similar to Kerosene lit lamps shall be provided.

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SECTION 'E' - ELECTRIC SIGNAL REVERSERS

19.24 Type :- Electric Reverser shall be of an post mounting type as per
approved design.
19.25 Fixing :- Reverser shall be securely fixed. The signal controlled through
the reverser shall return to 'ON' when the control circuit is opened.
19.26 Locking :- Covers must be properly fitted and securely locked.
19.27 Installation :19.27.1 Oil level in the dash pot shall be checked to be minimum 35mm from
the bottom surface of the sliding cylinder.
19.27.2 Proper fitting of all parts shall be checked by visual inspection.
19.27.3 Manual check lock shall be effective.
19.27.4 Circuit Controller shall be adjusted for 5 for ON proving, 4o-60 for
lowering for OFF proving, 45-60 for raising for caution/attention proving and
85-90 for clear aspect proving.
19.27.5 All bolts and nuts to be tightened fully and split pins opened.
SECTION 'F' - ELECTRIC POINT MACHINES
REQUIREMENTS
19.28 Type: - Electric Point Machines of an approved type shall be used.
19.29 Electric Point Machines shall be installed in accordance with approved
plans. Ground fittings of approved design shall be used. Ground connections
shall be thoroughly checked for any crack or improper welded joint. Normally
the machine shall be installed beside the close switch leading to high-speed
movements clear of all infringements. Before installation of the machine, it shall
be ensured that
19.29.1 The permanent way Inspector has made all the provisions at the Points
as detailed in Para 12.40 of Chapter XII.
19.29.2 The machine has been properly cleaned, greased and oiled in
accordance with the manufacturer's instructions and is working freely.
19.29.3 Proper alignment and level of connections is maintained between the
machine and the point gears.
19.29.4 The top of sleepers which are to support the point machine are at level
and that surrounding ballast is well tamped to prevent sinkage during the
passage of train.

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19.29.5 The machine shall be so installed that it is clear of all infringements.

19.29.6 Proper drainage shall be provided to avoid water logging near point
area.
19.30 Wiring :- Wiring from the point of operation to the location box/apparatus
case nearest to the machine shall be in cable. The power cable shall be of
appropriate size to keep the voltage drop minimum. The connection between
location box/apparatus case and point machine shall be through underground
cable adequately protected below track and near point machine, through Gl pipe
or equivalent. It shall be tested for insulation and continuity before bringing into
operation.
19.30.1 The excess gap around cable entry to the machine shall be plugged to
avoid rodent entry.
19.31 Gaskets and sealing :- Electric Point Machine shall be provided with
suitable gaskets and wire entrances shall be sealed to make them water tight
and dust proof. All the extra openings shall be closed as far as possible.
19.32 Locking :- Electric Point Machine covers shall be locked. The cover
provided for insertion of crank handle shall also be locked with separate key
providing access only for crank handle and crank handle key.
19.33 Notches in stretcher blades:- Notches/Notch profile of the locking, driving
and detection slides should not be tampered/reconditioned. Worn-out slides
should be replaced with new ones.
19.34 INITIAL ADJUSTMENT OF POINT MACHINE
19.35 Adjustment of Driving Rod:- The points shall be adjusted by operating the
machine first by hand crank. 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: Unless any special instruction are issued by the Railway, adjustment for
driving rod and lock rod shall be done for the close switch nearest to the point
machine first.
19.36 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

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till the appropriate detector contact 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.
19.37 Adjustment of friction clutch:- Friction clutch should be so adjusted that
slipping current is between one and half times to twice the normal operating
current or as specified by the manufacturer. For rotary type point machines no
attempt should be made to adjust friction clutch at site. Friction clutch can only
be adjusted in authorized Workshop. When difference between normal operating
current and operating current under obstruction is less than 0.5A, the clutch
requires adjustment. Such machine should be replaced.
19.38 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.
SECTION 'G' - ELECTRICAL DETECTOR
INSTALLATION
19.39 Electric detector of an 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.
19.40 Detectors shall be mounted either on the left or on the right hand side of
a point layout clear of infringements.
19.41 The detectors shall be mounted on extended sleepers or as per any other
approved arrangement.
19.42 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.
19.43 All nuts and screws shall be tightened. Check nuts with spring washer
shall be provided.
19.44 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.

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19.45 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.
19.46 To keep the slides in correct position the locating marks on the switch and
lock slides shall be made use of.
19.47 Circuit Controller
19.47.1 Installation of circuit controller shall be done in accordance with
approved plans on a rigid base as under:
(a) Single wire lever frames:- On under frame in cabin basement & actuated by
a connecting rod connected to lever tail
(b) Ground frames:- As per approved plan & actuated by a connecting rod
connected to lever.
(c) Double wire lever frame:- Behind the levers, actuated by a connecting rod
connected to lever tail.
(d) Signal post:- Using clips & bolts, its arm shall be directly actuated by the
signal arm.
19.47.2 Connect connecting rod on circuit controller arm in its normal position
to the lever tail/ lever/ signal arm in their normal position as the case may be.
It shall be ensured that stroke available from above gears is not adjusted more
than the stroke required by circuit controller in its extreme positions.
19.47.3 The contact segment shall be cut clean to required length & edge shall
be tapered. While 'fixing, it shall be adjusted in required position & ensured that
it does not make in any other position.
19.47.4 Contact segment positions when used with lever.
Lever position Description
N Full normal position of lever.
A Normal lock/ Track lock while during movement from Normal to Reverse.
B Normal indication lock position for point during movement from Reverse to
Normal between 'C & 'A' position.
C Centre position of lever.
D Reverse indication lock position for point during movement from Normal to
Reverse between 'C & 'E' position.
E Reverse lock/ Track lock during movement from Reverse to Normal.
R Full reverse position of lever.
Longer contact segments may be used where required. Some typical examples
are as under
AB For Normal lock cum Normal indication locking.

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AC On lock bar/ Signal lever for door lock release on Double line block
instrument.
AE Normal/ Reverse track locking without indication locking.
AR To feed electric signal reverser.
DE For Reverse lock cum Reverse indication locking.
Contact segment adjustments, when used for arm proving
Type of signal Aspect Lower quadrant
Multi aspect upper quadrant
ON 5 from horizontal
5 from horizontal
OFF
45 -60 below horizontal for clear
40 -45 above horizontal for
Caution/ attention and 85-90 above horizontal for clear.
Contact segments provided in electric point machine & signal machine shall
always be cut & adjusted in manufacturer's premises.
SECTION 'H' - RELAYS
REQUIREMENTS
19.48. Type:- Relays of an approved type shall be used.
19.48.1 Line relays of Neutral/ Polar Biased/ Magnetic latch/ Interlocked type
rated at 24/60 V DC shall normally be used. Normally plug-in type relays shall
be used.
NOTE : 12 V DC shelf type relays shall not be used in new installations, except
as mentioned above. Also, effort shall be made to reduce their use in existing
installations in phased manner.
Shelf type Polar line relays of approved type, shall only be used in line circuit for
block working.
Suitable type of Lamp proving relays for ON & OFF proving shall be used for
signal lamps operating on DC or AC to meet with parameters to suit various
lamps.
Special line relays of reed type shall be of double tuned filter type.
19.48.2 Track relays shall always be of metal to carbon contact type & normally
be of plug in type, unless otherwise specially permitted.
NOTE : The use of Shelf type track relays snail be avoided in future installations.
In case power is not available & their use can not be avoided, the length of
track circuit shall be decided, taking into account the maximum sectional speed
& drop away time of relay ( normally 1200 msec) & its follower repeating line
relay (normally 600 msec for shelf type line relay). Also, effort shall be made to
reduce their use in existing installations in phased manner.)
In non electrified area, the following relays shall be used:-

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9 ohm DC non-AC immunized (shelf type & plug-in type).

4 ohm DC non-AC immunized.
2.25 ohm DC non-AC immunized (Shelf 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.
19.48.3 Where magnetic latch relays are used, the circuit shall be so designed
so as to prevent undue dropping of the relay due to back emf generated by
other relays.
19.48.4 Wiring of 'Q' type relays shall be done through flexible wire preferably.
19.49 Mercury wet contact type relay shall be used for flasher circuits,
alternatively, a solid state flasher may be used. If solid state flasher is used,
flashing indication on operating panel should be provided for indicating healthy
condition of flasher.
19.50 Storage:- Relays shall be kept in reasonable storage condition. It shall be
ensured that such a storage place is not in the vicinity of damp or chemically
polluted environment.
19.51 Sealing screws of the relays shall be intact.
19.52. Transportation:- 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.
INSTALLATION
19.53 Location :- It shall be ensured that as far as practicable, the relay room is
not located in the vicinity of chemical factory, loco shed or engine ash pits etc.
In case it becomes unavoidable, necessary precautions shall be taken so that
relays are least affected by the chemical fumes, dust etc. and are provided with
dust free environment. Where there is concentration of relays, Air-conditioning
shall preferably be provided.
19.54 Where Relays can not be located in the Cabin, they shall be housed in
location of approved type which are properly secured.

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19.55 Where relays are likely to be subjected to vibrations, they shall be

mounted in such a way that the relays are free from shock and can not be tilted.
19.56 It is desirable to provide insulating caps on the terminals of shelf type
relay to avoid inadvertent short-circuiting during maintenance.
19.57 When a number of shelf type relays are used, the mounting and
arrangement of relay rack shall be such as to facilitate easy maintenance.
Suitable anti-tilting arrangement shall be provided wherever shelf type relays
are used.
19.58 Relays shall be housed on level surface.
19.59 In 'Q' style relay the code pins configurations for plug in relay shall not be
changed by drilling additional holes on plug board to avoid fixing of a wrong
relay which may lead to unsafe condition. In Siemen's K-50 relays, the Code
pins position on base plate should not be changed and to be retained as fixed by
the manufacturer.
19.60 All relay clips shall be checked for proper locking in the base when
plugged in. Extreme care shall be exercised while removing the clips from the
jacks of the plug-in type relay.
19.61 In all installations, a relay index board shall be provided for locating
relays easily.
19.62 Relays involving external circuits shall have cross protection and double
cutting. Signal control relays shall preferably be provided with double cutting.
19.63 A contact chart shall be prepared duly showing the contacts used circuitwise with reference and spare contacts available, wire count for each contact
and relay position in the rack.
19.64 Sealing of Plug-in Relays
19.64.1 In case of metal to carbon contact type relays, sealing shall be done at
Manufacturer's premises before dispatch and if the seals have to be broken due
to any defect noticed, resealing must be done at the workshops.
19.64.2 In case of metal to metal contact type relays, sealing of the cover shall
be done by the Section Engineer at site. Whenever seals have to be broken at
site for maintenance purposes, the same shall be done by an official not below
the rank of Section Engineer.
19.64.3 Line Relays shall be energized at the rated voltage specified in the
specification.
19.64.4 Locking screw shall be removed and the hole sealed in case of Shelf
type relays.
SECTION M' - STATION MASTER'S SLIDE CONTROL FRAMES

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19.65 Type : - Station Master's slide control frame shall be of approved type.
19.66 Fixing :- Station Master's Slide Control frame shall be securely fixed and
the fixtures shall be substantial.
19.67 Location :- Station Master's slide control frame shall be suitably located,
preferably adjacent to other instruments in the Station Master's office.
19.68 Mechanical Locking :- Mechanical locking of Station Master's Slide Control
frame shall be in accordance with approved plan.
19.69 Locking or sealing :- Station Master's slide control frame shall be securely
locked and the locking box sealed.
SECTION 'J' - ELECTRIC KEY TRANSMITTER
INSTALLATION
19.70 Type : - Electric key transmitter of an approved type shall be used.
19.71 Fixing :- Electric key transmitters shall be securely fixed vertically. There
shall not be any opening giving access to the interior of the key transmitter
through which it is possible to operate the mechanism by any irregular means.
19.72 Location :- Electric key transmitters shall be fitted as near as possible to
the gear they control.
19.73 Communication :- Telephonic communication shall be provided between
the pair of electric key transmitters when they are in different locations. Where
direct communication is not possible, a bell shall be provided near each electric
key transmitter.
19.74 Keys :- It shall not be possible to insert and operate the key transmitter
by any key other than the one for which the key transmitter is intended. It shall
also be ensured that the key of any one transmitter at a station does not fit in
any other key transmitter at the same station except its counterpart.
19.75 Sealing :- Electric key transmitter cover shall be securely sealed.
SECTION 'K' - ELECTRIC LEVER LOCK
INSTALLATION
19.76 Type:- Electric lever lock shall be of an approved forced Drop type. It
shall be provided with economizer contact and lock in proving contacts.
19.76.1 Lever lock with 200 mm stroke shall be installed vertically on a rigid
frame on under frame in .cabin basement in case of single wire lever frames &
as per approved plan when used in conjunction with ground frames. Installation
of lever lock with 40 mm stroke when used in double wire lever frame shall be
done behind the levers. When this lock is used in conjunction with an 'E' type
lock, it shall be mounted on a suitable rigid frame.

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19.76.2 The lock slide & lock plunger shall be free from any jamming.
19.76.3 The locking face of locking notches for lever locks with 200 mm stroke
shall be cut clean & square and case hardened preferably in workshops to suit
the site requirements.
19.76.4 When circuit controller is built into the lever lock, it shall be ensured
that it keeps engaged with lock slide throughout the stroke till extreme
positions.
19.76.5 The locking notches for lever locks with 40 mm stroke shall only be cut
in workshops & depth of notch shall be 4 mm + 0.2 mm. The notches shall be
cut radially.
19.76.6 The force drop mechanism shall be effective at all the locking positions
of the levers.
19.77 The circuit controller contact segments shall be so cut that the contacts
will not close in other than the required position refer para 19.47.4.
19.78 The lever lock cover/covers shall be properly fitted and sealed. Where
lever lock is not provided in cabin basement, it shall be securely locked also.
SECTION 'L' - SIGNAL INDICATOR
19.79 Location :- Signal Indicator/Repeater shall be provided nearest to the
place from which the signal is worked and shall be clearly visible.
19.80 Lightning and power protective devices shall be provided where required.
19.81 Audible Warning :- Audible Warning device, where provided, may be
common to all light indicators.
19.82 Wiring :- Wires leading from the indicator shall be suitably protected.
19.83 Signal Arm & Light Repeater
19.83.1 Lamp proving device for each aspect
(a) For oil lit lamps :- Thermostat expander contact shall be of an approved
type.
(b) For Electric lamps used for semaphore
Electric/Electronic/Optical sensor shall be provided.

signals

:-

Suitable

19.83.2 Arm Proving :- Circuit controller used for semaphore arm proving shall
be adjusted as per para 19.47.4.
19.83.3 Arm indicator used for semaphore signal shall give 'WRONG' indication
except for indications covered in para 19.47.4.

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19.83.4 Group Light indicator for semaphore signals :- Each signal light to be
indicated need not to be provided with an individual light indicator. Lights on the
same bracket signal or gantry may be series wired for group indicator.
19.83.5 Battery Boxes :- Battery Boxes provided for the indication battery shall
be substantial and secured against any unauthorized interference and be located
at or nearest the signal.
19.84 Colour Light Signal Indicator
19.84.1 Lamp proving relay of an approved type shall be used.
19.84.2 Colour Light Signal Indicators :- Colour Light Signal Indicators shall
repeat the 'ON' and each one of the 'OFF' aspect of signal.
19.85 (Para left blank intentionally)
19.86. (Para left blank intentionally)
SECTION 'M' - FUSES
19.87 FUSES
19.87.1 Fuses shall be of an approved type. Normally non-deteriorating type, 'G'
type, alarm or cartridge type fuses shall be used. When fuse is not provided
with fuse blown of indication, additional indication circuit may be provided.
19.87.2 At the time of commissioning of any signalling installation, the normal
load current of every circuit shall be measured and recorded. These recorded
values shall be checked with the theoretically obtained values. Fuse of correct
capacity which should be not less than 2.5 times the rated current, shall be
provided.
19.87.3 When there is a case of fuse blowing off, the concerned circuit current
shall be measured and compared with the original recorded value. If there is a
variation, action shall be taken to locate and remove the defect before a new
fuse is inserted.
SECTION 'N' - EARTH CONNECTIONS
19.88 EARTH CONNECTIONS
19.89 Separate earth shall be provided for each block instrument at a station
19.90 The resistance of earth for signalling circuits shall not exceed 10 ohm. If
the resistance is more than 10 ohm, steps to reduce the earth resistance shall
be taken as indicated in paras 19.92. If it is still not possible to reduce the value
below 10 ohm, even with the adoption of these methods, additional earths may
be provided in parallel.
19.91 Where more than one earth is used , the distance between Earthing pipes
shall not be less than 3 metre. The conductor leading to these earthings shall be

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electrically insulated from each other throughout and also from metallic
structures connected to different earths.
19.92 Method of obtaining Earth
19.92.1 Earthing arrangement shall normally consist of one or more galvanized
iron pipes of not less than 38 mm internal diameter and not less than 2.5 metre
in length with a spike at one end and a lug at the other for connecting the earth
lead or galvanized iron/steel rods of not less than 16mm dia or copper rods of
not less than 12.5 mm dia and of not less than 2.5 metre length. While the pipe
is embedded vertically, the rod electrodes are driven vertically in the ground.
When a rocky soil is encountered at a depth of less than 2.0 metres of the
length of this electrode, the electrode may be buried inclined to the vertical, the
inclination being limited to 30. from the vertical. Earth electrodes shall not be
buried in a position likely to cause an obstruction or where it is likely to be
damaged.
19.92.2 The resistance of these electrodes in a soil of uniform resistivity
decreases with depth but there is little to be gained by driving the rod to more
than 3 to 3.5 metres. Also the decrease in the resistance with increase in rod
diameter is not significant. It is, therefore, recommended to use the rod
electrodes of such diameters as can easily withstand the strain of driving.
19.93 Earthing Leads
19.93.1 Earth wires shall be protected against mechanical damage and
possibility of corrosion particularly at the point of connection of earth electrode.
19.93.2 The earthing lead shall be mild steel flat of size 35mm x 6mm or copper
wire of 29 sq. mm cross sectional area (19 strands of 1.4 mm dia). In case the
conductor is buried underground, It shall be protected from corrosion by an
application of suitable anti-corrosive paint or bitumen or varnish. The length of
the cable so treated shall extend half a metre beyond the buried length.
19.93.3 The earthing lead shall be soldered or crimped on a lug, which shall be
bolted to the earth electrode. The nut & bolt to be painted with anti corrosive
paint.
19.94 The site for earthing shall be chosen in the following order of preference
:(a) Wet marshy ground and grounds containing refuse, such as ashes, cinders
and brine waste.
(b) Clay soil or loam mixed with small quantities of sand.
(c) Clay and loan mixed with varying proportions of sand, gravel and stone; and
(d) Damp and wet sand and peat.
19.95 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

332

wells may also be used as sites for earth electrodes with advantage where the
bottom of the earth is rocky.
19.96 Electrodes shall preferably be situated in a soil which has a fine texture
and which is packed by watering and ramming as tightly as possible. Where
practicable, the soil shall be sifted and all lumps broken up and stones removed
in the immediate vicinity of the electrodes.
19.97 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 of soil mass may reduce the resistivity by 80% but there is little
advantage in increasing the salt content above 3%. Calcium chloride and
sodium carbonate are also beneficial.
19.98 Use should be made where possible of natural salts in soil produced by
bacteriological action on decaying plants. The resistivity of the soil on which
plants are growing will be less than that of a similar soil in the absence of
plants.
19.99 As far as possible, the earthing arrangement shall be located in the
natural soil. The made-up soil which has not consolidated or is likely to be
eroded by weather, shall be avoided.
19.100 The minimum clearance of equipment earths from system earths
provided by the Electrical Department either of the Railways or of the other
Administrations shall be 20 metres.
19.101 Ashphalt or concrete cover of about 50mm thickness around the Earth
for a radius of 1 metre to retain the soil moisture is desirable.
19.102 Earth Resistance:- The total 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
(c) the resistance of the body of soil surrounding the earth electrodes.
Normally the first two resistances are negligibly small compared with the third;
so, the resistance of an 'earth' is primarily determined by the nature of the soil
and not by the electrode itself.
19.103 Under ordinary soil conditions, use of galvanized iron or mild steel
electrode is recommended. In cases where soil corrosion is likely to be
excessive, it is preferable to use either copper or copper clad electrode. The
electrodes shall be free from paint, enamel or grease.

333

19.103.1 Earth tester normally used for measurement of earth resistivity

comprises of the current source and meters in a single instrument and directly
read the resistance value.
CONNECTION FOR A FOUR TERMINAL MEGGER
When using a megger as shown below, the resistivity may be evaluated from
equation as given below:

19.103.2 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'.
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 appro. range on the instrument is
then selected to obtain clear readings, avoiding the two ends of the scale, as far
as possile. The readings are taken while turning the crank at about 135 rev/min.
Resistivity is calculated by substituting the values of 'R' in the equation
P = 2 SR
Method of finding out the resistance of an Earth Refer annexure 27 chapter XVIII
MAINTENANCE
19.104 Watering :- Earths shall be regularly watered.
19.105 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.
SECTION 'O' - PAINTING OF ELECTRICAL SIGNALLING EQUIPMENT
19.106 Electrical signalling equipment shall be painted in accordance with the
Colour Scheme shown for the respective items in Annexure-29.
19.107 Painting :-The provisions in the Chapter XII para 12.135 shall be
adhered to. COLOUR LIGHT SIGNALS
19.108 Cleanliness of Lenses
19.108.1 Lenses, glasses and lamps shall be kept clean. A dry soft cloth free
from lint and abrasives shall be used for cleaning.
19.108.2 Housing shall be kept clean and opening in inclement or stormy
weather avoided. The condition of the gasket shall be checked to ensure that
rain water does not have access to the interior of lamp unit.
19.109 Replacement

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19.109.1 Defective lenses and glasses must be replaced immediately.

19.109.2 The frequency of replacement of lamps shall be decided by CSTE of
Zonal Railway.
19.109.3 When double filament lamps are used, they must be replaced when
one filament fails. It is preferable to give audio/visual indication at the place of
operation.
19.109.4 New lamp shall be pre-tested as per approved instructions before
putting into use.
19.110 Maintenance checks :- The following checks shall be made periodically :
19.110.1 The bulb shall be properly seated and contact springs have adequate
tension.
19.110.2 The signal focussing shall be checked and adjusted periodically.
19.110.3 All adjusting nuts are properly tightened.
ELECTRIC SIGNAL MACHINES
19.111 Cleanliness :- Machines shall be kept in good condition free from rust,
dust and dirt.
19.112 Lubrication :- All gearing and bearings shall be lubricated according to
manufacturers' instructions and free from grit and dirt.
19.113 Contacts :- All contacts shall be kept clean and in proper adjustment.
19.114 Commutators and Brushes
19.114.1 Commutators shall be clean, smooth and have a bright appearance.
These should be cleaned with chamois leather.
19.114.2 Brushes shall be kept clean and properly bedded on the commutator.
Brushes shall have proper pressure and shall be free in brush holders. Brushes
shall be replaced when excessively worn-out or hardened.
19.115 TESTS :- The machine shall be tested by actual operation to see that:
(a) On closing the machine circuit, the motor operates smoothly, the hold off
device is effective and the arm is taken 'OFF' correctly. If the motor does not
operate smoothly and the hold off device is not effective, it is evidence of a
faulty operation, which must be corrected.
(b) On opening the machine circuit, the signal arm returns to the 'ON' position
smoothly without jerks. Ensure snubbing is effective and there is no tendency to
stick.

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(c) Normal and reverse stop provided outside the machine shall be properly
adjusted so that the machine stops without any jerk in both 'ON' & 'OFF'
positions.
(d) The position of the arm is correctly repeated on the arm indicator, if
provided.
(e) Manual check lock when provided, shall be effective.
(f) Test the minimum operating values of the signal machine motor and the hold
off device at least once in 3 months.
19.115.1 The maintainer shall test as per 19.115(a) to (f).
19.115.2 Each Inspector in charge of electrical apparatus shall perform the
following periodical tests :(i) test the minimum operating values of the signal machine motor and the hold
off device at least once in 3 months;
(ii) test the machine motor and hold off device at minimum operating values. If
the motor does not operate smoothly and the hold off device is not effective, it
is evidence of a faulty operation, which must be corrected. It should be ensured
that there is no tendency of jamming of the arm in 'OFF' position.
(iii) test for effectiveness of the snubbing.
ELECTRICALLY LIT SEMAPHORE SIGNALS
19.116 MAINTENANCE
19.116.1 Battery provided for lighting of signals shall be maintained regularly.
19.116.2 Working of photoelectric switch shall be checked whenever the
Maintainer makes his rounds.
19.116.3 Focussing of signal lamps should be done regularly. ELECTRIC SIGNAL
REVERSERS
19.117 The electric reversers shall be so maintained that 19.117.1 All moving parts work freely and are well lubricated, special care being
taken during rainy weather to prevent rusting and sticking of parts. Parts
requiring lubrication shall be oiled once a fortnight with high grade lubricating oil
to Specification NO. IS. 1628. Ball bearings must not be oiled but filled with
graphite grease (Grease A. No. 0 to IS 408). Dash Pot assembly shall be
checked at least once in a year and if the oil is lower than 35mm above the
bottom of sliding cylinder, insulating oil to specification No. IS.335 shall be used
to bring the oil up to the level.
19.117.2 There is no tendency for the reverser to hold when de-energised.

336

19.117.3 The coil core does not retain any magnetism. The connection of the
coil shall be periodically reversed to eliminate any such possibility at least once
in a month. The surfaces of armature and core should be properly cleaned from
dust. The armature must be kept free from oil or grease.
19.117.4 All mechanical connections to the reverser are properly aligned and
work freely.
19.117.5 All terminal screws, lock nuts and locking screws are tight and split
pins opened.
19.118 TESTS :- Each electric reverser is periodically tested by 19.118.1 Taking 'OFF' the signal and replacing to 'ON' by putting back each
control separately. The signal must go to 'ON' as soon as any one of the controls
is replaced to 'ON'. Ensure that the dash pot is in proper working order.
19.118.2 Pulling the lever which operates the signal slowly without obtaining the
electrical control. The signal shall not come to 'OFF'. Alternatively, efforts may
be made to take 'OFF' the signal by pulling the wire slowly at the signal. The
signal shall not come 'OFF' and the reverser shall not show any tendency to
stick.
19.118.3 The voltage at the reverser coil terminals shall be tested. It shall not
be more than 25% above the rated voltage.
19.118.4 It shall not be possible to lower/raise the signal arm manually from its
'ON' position without electrical control.
19.118.5 The insulation and continuity of the coil of the reverser must be
checked once in 3 months.
19.118.6 The maintainer shall test as per para 19.118.1 to 19.118.4.
19.118.7 The Section Engineer shall test as per para 19.118.1 to 19.118.5.
ELECTRIC POINT MACHINES
19.119 Cleanliness :- Machines shall be kept in good condition free from rust,
dust and dirt.
19.120 Lubrication :- All gearing and bearing shall be properly lubricated
according to manufacturer's instructions.
19.121 Commutator, Brushes & Electrical Connections :19.121.1 Commutator shall be kept clean, smooth and have bright appearance.
Commutator may be cleaned with chamois leather Under no circumstances,
shall emery paper be used.
19.121.2 Brushes shall be kept clean and properly bedded on the commutator.
Brushes shall have proper pressure and shall be free in brush holders.

337

19.122 All cables connections on terminal, motor terminal etc. shall be checked
for intactness.
19.123 All tail cables shall be checked for their insulation as per periodicity
given in Annexure 30.
19.124 Adjustment of Contacts :- Contacts shall be clean, free from pitting and
in proper adjustment.
19.125 Rain water drainage arrangements shall be checked especially prior to
and during rainy season.
19.126 FIXING NUTS AND SCREWS
19.126.1 Fixing nuts and screws of newly installed point machine often tend to
get loose. Care shall be taken to attend to them and readjust where required.
To prevent this, check nut with spring washer shall be provided.
19.126.2 All moving parts including locking Dogs and notches slides, etc. shall
be checked for chamfering or undue wear. Where badly worn-out, the relevant
parts shall be promptly replaced.
19.127 TESTS
19.127.1 Obstruction Test :-The point driving rod and the lock connections of
the machine must be so adjusted that with 5 mm thick test piece obstruction
placed between the switch and the stock rail at 150 mm from the toe of the
switch:i) the point cannot be locked;
ii) the point detector contacts should not assume the position indicating point
closure
iii) Friction clutch should slip.
19.127.2 The Maintainer 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.
19.127.3 Test the spring in each switch and ensure sufficient spring. It shall not
be too excessive to cause excessive wear on machine part, neither it shall too
less to hold the switch against the stock rail. In either of the case, the point
drive rod shall be adjusted.
19.127.4. Friction clutch where provided shall slip at a value not less than one
and half and not exceeding twice the normal working current.
19.127.5 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.

338

19.127.6 Voltage and current shall be checked periodically at the motor

terminals. This will indicate any undue friction on the points or improperly
fastened terminals at cable terminations.
19.127.7 Cable and wire insulation and continuity tests shall be done as per
Annexure 30.
19.127.8 The essential requirement for interlocking of point shall be periodically
checked as per Chapter XII, Para 12.40.
19.128 It shall be ensured that during obstruction in the point, the feed to point
is automatically disconnected within 1.5 times to 2 times the normal operating
time of point machine and reconnects only when a fresh operation is done.
Where sequential operation of point machine is done, the maximum time before
disconnection may exceed to 3.5 times the normal operating time of one
machine. For the machines provided with over load current protection, the feed
to motor shall be disconnected with current ranging between 1.5 to 2 times its
normal operating current. It shall reconnect only when a fresh operation is
done.
19.129 Each Section Engineer in charge of electrical apparatus shall test the
operating values of the machine and adjustments of the machine by obstruction
test in accordance with para 19.127 every month. The Sectional in charge of the
section shall carry out these tests once in three months.
ELECTRIC DETECTOR
19.130 The essential requirement for interlocking of point shall be periodically
checked as per Chapter XII, para 12.40.
19.131 All nuts and screws shall be tightened where required. Particular care
shall be taken to see that the lock nuts of the Detector and Lock Slides with lugs
are kept tight. After tightening, the nut and lock nut should be turned in
opposite directions towards each other to lock the nut. Slides, rollers and pins
shall be lubricated with axle oil medium grade to a suitable specification.
19.132 Wires shall be kept neat and clear of moving parts.
19.133 The sleepers shall be got well ballasted and packed.
19.134 OBSTRUCTION TEST :- Before doing obstruction test, it shall be ensured
that both the switches flush with stock rail properly & sufficient spring is
available on each switch.
a) Insert 1.6 mm test piece between stock rail & switch rail at 150 mm from the
toe of switch & operate the point to close by lever. Ensure detector contacts just
make. In case the contacts do not make, manipulate the detector slide nuts to
just make the contacts. Tighten check nuts on both sides of detector slide.
b) Test with a 5mm test piece. The point shall not lock and detection contacts
shall not make.

339

c) The lock adjustment given in para 19.36 stands good for both setting of
point, However, The locking shall be tested by 5 mm test piece for other setting
also.
In case of failure in obstruction test, immediate remedial measure shall be taken
to prevent locking of point as per Chapter XII.
19.134.1 The maintainer, Section Engineer & senior Section Engineer shall do
the above tests as per periodicity given in Annexure 30.
19.135 CIRCUIT CONTROLLER
(a) The circuit controller remains securely fixed and all mechanical connections
work freely.
(b) The contacts are kept clean and properly adjusted.
(c) Wires are properly dressed and not entangled with any mechanical parts.
(d) The axle is kept lubricated by light oil.
(e) The contacts make with adequate pressure in the required position only and
are properly secured.
(f) All the split pins are split out.
RELAYS
19.136 Cleaning shall be done regularly so that dust is not deposited on the
relays.
19.137 Anti-tilting arrangement for shelf type relays is available and relays shall
not be tilted or turned over to close contacts and relay contacts shall not be
bridged.
19.138 During routine inspection and maintenance, if high contact resistance is
observed on any contact of metal to metal relays, such contacts can be cleaned.
In case of metal to carbon relays either the spare contact shall be used or the
relay shall be replaced.
19.139 Periodical Inspection
19.139.1 All relays used in vital circuits shall be visually inspected each time
during inspection.
19.140 Section Engineer shall visually inspect the relays. During visual
inspection, relay shall be taken out of service if any of the defects are noticed in
respect of :(a) Movement of armature and contact carriage;

340

(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;
(I) Absence or tempering of seal;
(m) Any other abnormal condition.
19.141 OVERHAULING
(a) Track relays of all types and line relays of only shelf type should be
overhauled periodically. All other relays may not be overhauled periodically.
(b) All types of track relays should normally be overhauled every 10 years
subject to a maximum of 12 years.
(c) Line relays of shelf type should be overhauled every 15 years.
(d) Overhauling period mentioned in (b) and (c) above should be counted from
the date of manufacture/last overhauling.
(e) The periodicity of overhauling of track relays and shelf type line relays may
be reduced by the Railways depending upon intensity of traffic and other local
conditions obtaining thereon, such as heavy suburban sections and major route
relay interlocking installations.
(f) All metal to carbon contact miniature plug-in type relays other than track
relays should be overhauled only when they are removed from service after a
failure.
STATION MASTER'S SLIDE CONTROL FRAMES
19.142 Station Master's Slide Control frame shall be so maintained that(a) All moving parts are clean and work freely.

341

(b) All contact springs are kept clean, correctly tensioned and spaced.
(c) All contact making studs are tight.
(d) All wiring is in good condition and properly protected.
(e) Broken or worn-out springs and studs shall be replaced.
(f) SM lock is effective to lock all the slides both ways.
(g) All slides and locking dogs are kept lubricated / graphited.
(h) Slide frame is kept properly sealed and locked.
19.143 Testing and Overhauling : Mechanical locking of Station Master's Slide
control frame shall be maintained and tested and overhauled in accordance with
the instructions laid down in chapter XIII.
ELECTRIC KEY TRANSMITTERS
19.144 Key transmitters shall be so maintained that19.144.1 All moving parts are clean and work freely. All contact springs are kept
clean, correctly tensioned and spaced. Galvo functions satisfactorily.
19.144.2 The respective keys turn freely in the transmitter and the cover is
correctly secured.
19.144.3 The keyholes are such that the only correct transmitter key can be
inserted in each transmitter.
19.144.4 All wiring is in good condition and is properly protected.
19.144.5 While transmitting the key, the contacts shall break and make in
proper sequence.
19.145 Testing of key Transmitter :- Key transmitters shall be tested
periodically for the following :(a) Effectiveness of the forced lock arrangement;
(b) It shall not be possible to extract the key once inserted and locked in the
key transmitter unless the control from the other end is obtained
(c) It shall not be possible to release the key in jerks or any other irregular
means
(d) Check the insulation resistance of current carrying components
ELECTRIC LEVER LOCK
19.146 Electric Lever locks shall be so maintained that -

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19.146.1 All moving parts are clean, oiled and work freely.
19.146.2 The lock armature works freely and in the case of Forced Drop Locks,
the lock is properly forced down for each locking position.
19.146.3 The face of the locking notch and the lock face is not worn-out.
19.146.4 The working current shall be within the rated value.
19.146.5 All terminal screws, lock nuts, locking screws, etc. shall be kept tight.
19.146.6 Sealing & locking is intact.
SIGNAL ARM AND LIGHT INDICATORS
19.147 The following instructions in regard to maintenance of signal Arm and
Light Indicators shall be observed :(a) Indications of the signal arm indicator correspond to those detailed in para.
(b) Light Indicator works freely and indicates light 'IN' or 'OUT correctly. Any
other lamp proving arrangement of electrical / electronic/ optical type is working
correctly.
(c) The thermostat or expander is kept correctly adjusted and in working order.
(d) The audible warning device where provided is in working order.
(e) All lightning and power protective devices are in working condition.
(f) All connections from the lightning protector to Earth are continuous and in
good order.
(g) Batteries are kept clean, terminals and links are properly tightened and are
free from dirt and corrosion.
(h) All wiring is in good condition and properly secured.
MAINTENANCE SCHEDULES
19.148 The maintenance schedule for various items of Electrical Signalling
equipment shall be as in Annexure 30. At stations having dense traffic and high
speeds, the Railways may prescribe more frequent inspections, if considered
necessary.
Annexure 29

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Annexure 30

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XX
AUTOMATIC BLOCK SIGNALLING20.1
INSTALLATION
20.1.1
General
20.1.2
Signals
20.1.3
Level Crossings
20.1.4
Track circuits
20.1.5
Power Supply
20.1.6
Installation in 25 kv AC electrified areas
20.1.7
Installation of Cables
20.1.8
Electrical signalling arrangement
20.2
MAINTENANCE
20.2.1 to 20.2.2
Signal lamp
20.2.3
Test by SSE (Signal)
20.2.4
Failures reported vby driver
20.2.5
Track circuits
20.2.6
Power Supply
20.2.7
Electrical signalling arrangements
20.2.8
Cables

CHAPTER - XX
AUTOMATIC BLOCK SIGNALLING

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20.1 Installation
20.1.1 General
20.1.1.1 The installation and wiring shall be carried out as per approved plan
and Circuit Diagrams.
20.1.1.2 All fail-safe circuits shall work on continuously energized principle such
that any open circuit in wiring, relay contacts, etc. or loss of power supplies
shall not cause an unsafe condition.
20.1.1.3 The circuits and equipment shall be so installed as to cause minimum
failures while ensuring maximum safety.
20.1.1.4 Triple pole double filament electric signal lamps shall be used, as far as
possible. In case double pole lamp is used, 'ON' aspect lamp must have two
filaments in parallel.
20.1.1.5 All external
arrangements.

circuits

shall

be

provided

with

double

cutting

20.1.2 Signals
20.1.2.1 The aspects of a signal shall be controlled by the signal in advance
through lamp proving relays, in addition to the controlling relays.
20.1.2.2 The circuits shall be so designed that if an automatic signal which must
display red aspect does not do so for any reason whatsoever, the signal in rear
shall display a red aspect.
20.1.2.3 An automatic signal on a double line shall require all tracks to be clear
upto the next signal and an adequate distance beyond, before it can display
'OFF' aspect. In case of Single Line, after establishment of favorable direction of
traffic, an automatic signal shall require all tracks to be clear up to the next
signal in advance and in case the next stop signal in advance is a manual stop
signal, the line is clear for an adequate distance beyond it before it can display
'OFF' aspect.
20.1.2.4 The lamps of the signal shall be so wired that if the lamp of the aspect
displayed fails, the signal shall immediately assume the next restrictive aspect.
20.1.2.5 (a) The circuit for illuminated 'A' marker shall be such that the 'A'
marker lights up only when the signal is working as an automatic signal.
(b) The circuit for illuminated 'AG' marker where provided shall be such that the
'AG' marker lights up only when the conditions for 'A' Marker to light up are
satisfied except for the level crossing gate which may either be open to road
traffic or may have failed.
20.1.2.6 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.

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Level crossing gates, if any, on the route shall be proved closed to the road
traffic.
20.1.3 Level Crossings
20.1.3.1 Level Crossing gates in automatic sections shall be worked by lifting
barrier gates operated mechanically or electrically and shall be interlocked with
signals. The gates shall be both approach locked and back-locked by track
circuits. They shall also be provided with audible warning on both sides of the
road, actuated by approaching trains. In addition, road-warning lights shall be
provided on both sides of the road, which will be lit when there is any train on
the approach or whenever the gate is not in the open condition.
20.1.3.2 (a) The approach locking shall be effective from the moment the train
occupies the track circuit in rear of the signal which assumes clear aspect when
the Gate Signal is taken 'OFF' and the backlocking shall be effective until the
train clears the level crossing. The audible warning shall stop when the gate is
closed and locked but the red warning lights for road users where provided shall
be exhibited till the gates are re-opened for traffic.
(b) Approach locking should be effective from a distance not less than braking
distance required for maximum permissible speed on that section.
20.1.3.3 The audible and visual train approach annunciation shall be such that
the Gateman gets adequate warning time. This time shall normally be 60
seconds for the fastest train, for closing the level crossing gates before the train
approaches within the sighting distance of the relevant gate signals.
20.1.4 Track circuits: - Provision contained in Chapter XVII shall be adhered to.
20.1.5 Power Supply: - Provisions contained in Chapter XVI shall be adhered to.
20.1.6 Installation in 25 kV AC electrified areas: - Provisions contained in
Chapter XXII shall be adhered to.
20.1.7 Installation of Cables: - Provisions contained in Chapter XV shall be
adhered to.
20.1.8 Electrical signalling arrangement: - Provisions contained in Chapter XIX
shall be adhered to.
20.2 Maintenance
20.2.1 The triple pole electric signal lamps shall be replaced as early as
possible, after the fusing of its main filament.
20.2.2 The double pole electric signal lamps used in colour light signals and
marker lights shall be replaced on a regular schedule as prescribed by the
Railways to avoid failures due to burning out of lamps. The interval between
replacement of lamps for the various aspects will depend on the intensity of
traffic on the section and the anticipated life of lamps.

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20.2.3 The following shall be tested by the SSE (Signal) at-least once in a year.
(i) Track Circuit control on signal and aspect control by signals in advance;
(ii) Automatic Cutting-in of the next restrictive aspect when the lamp of one
aspect burns out;
(iii) Interlocking equipment and circuits for level crossings and points;
(iv) The circuits that establish the direction of traffic and prevent clearing of
conflicting signals on sections provided with Automatic block Signalling on Single
Line.
20.2.4 All failures reported by the Drivers shall be promptly attended to.
20.2.5 Track circuits
20.2.5.1 Adequate precautions should be taken after every track renewal work
to ensure proper working of track circuits.
20.2.5.2 Provisions contained in Chapter XVII shall be adhered to.
20.2.6 Power Supply: - Provisions contained in Chapter XVI shall be adhered to.
20.2.7 Electrical signalling arrangements: - Provisions contained in Chapter XIX
shall be adhered to.
20.2.8 Cables: - Provisions contained in Chapter XV shall be adhered to.

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER-XX
AUTOMATIC BLOCK SIGNALLING20.1
INSTALLATION
20.1.1
General
20.1.2
Signals
20.1.3
Level Crossings
20.1.4
Track circuits
20.1.5
Power Supply
20.1.6
Installation in 25 kv AC electrified areas

347

20.1.7
Installation of Cables
20.1.8
Electrical signalling arrangement
20.2
MAINTENANCE
20.2.1 to 20.2.2
Signal lamp
20.2.3
Test by SSE (Signal)
20.2.4
Failures reported vby driver
20.2.5
Track circuits
20.2.6
Power Supply
20.2.7
Electrical signalling arrangements
20.2.8
Cables

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER XXI
RELAY AND ELECTRONIC INTERLOCKING. A RELAY INTERLOCKING
21.1
General Requirement
21.2
Control Panel
21.3
Control Panel Indication
21.4
Interlocking & circuit requirements
21.5
Route Release Circuits
21.6
Signal control circuits
21.7
Interlocking of level crossing gates
21.8
Point interlocking & control circuits
21.9
Cross protection
21.10
Relays
21.11
Signals
21.12
Points
21.13
Track circuits
21.14
Cables
21.15
Wiring & Relay racks
21.16
Fuses, terminals & Terminal links
21.17
Power supply arrangements
21.18
General

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.
.

B ELECTRONIC INTERLOCKING
(Section left blank)

CHAPTER - XXI
RELAY & ELECTRONIC INTERLOCKING
A. RELAY INTERLOCKING
21.1 GENERAL REQUIREMENTS
21.1.1 The relay interlocking installations can be of: i) Route setting type by entry/exit.
ii) Non-route setting type i.e. Route is set with individual operation of points.
21.1.2 The equipment used in the system shall, as far as practicable, comply
with the requirements of IRS, IS, BRS and BS specifications and drawings.
21.1.3 For areas having 25KV AC traction, all equipments and circuitry shall
comply with the requirements of Chapter XXII on "Special requirements of
signalling in AC electrified areas".
21.1.4 The signalling and interlocking arrangements for the yard shall be in
accordance with the approved signalling plans, selection/control tables, detailed
wiring diagram including control panel diagram, relay contact analysis and relay
rack arrangements.
21.2 CONTROL PANEL
21.2.1 The display of the layout on the front of the panel referred to as the
illuminated diagram shall be well proportioned. Where additional facilities are
likely to be provided, domino type panel shall, preferably, be used. The areas
covered by each track circuit shall be clearly distinguished by use of different
colours.
21.2.2 The illuminated diagram shall be so mounted as to be conveniently
visible to the operator. The control panel shall be easily accessible for operation.
The inside wiring etc. should be such that it is easily accessible for maintenance
staff.
21.2.3 The operating members, namely route switches/buttons, point switches
etc., referred to in the following clauses shall normally be provided on the

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illuminated diagram itself in Geographical order. A separate illuminated diagram

for indication and a separate 'console' containing all the operating members
may also be provided.
21.2.4 The route setting shall be on the basis of "Entrance Exit" principle for
installations of Route Setting type.
21.2.5 At Non route setting type installations, the route may be set with
individual operation of points.
21.2.6 In route setting system, each route shall be controlled either by means
of two push buttons-one at the entrance and the other at the exit of the route
or by means of one switch at the entrance and one push button at the exit of
the route. The entrance switch button may be of three position type or two
position type as required.
21.2.7 In non route setting type installations, after setting of the route by
individual operation of points is completed, signal can be cleared by an
individual push button in conjunction with a group button or by an individual
switch controlling each signal or a common switch for conflicting signals which
are not required at the same time, or one push button at the entrance and other
at the exit end.
21.2.8 Individual push button in conjunction with a common push button or
two/three position switches shall be provided for individual operation of points.
21.2.9 Where a route has more than one overlap, it shall be possible to select
and set the desired overlap beyond the exit signal of the route.
21.2.10 Where the route has alternate approach routes, it shall be possible to
select and set the desired route with desired overlap.
21.2.11 The switches/buttons shall have distinctive colours so that they can be
readily distinguished, such as running signal red, shunt signal yellow, calling on
signal red with white dot & exit button white. The alternate overlap white with
black dot, alternate route Grey, point black, slot green, crank handle blue and
point group button black with red dot etc.
21.2.12 The control panel shall be provided with suitable covers with locking
and sealing facility which shall be easily removable to facilitate access to the
internal wiring etc.
21.2.13 The control panel shall be provided with:a) Arrangement for individual operation of points.
b) Arrangement for emergency operation of points where provided, during point
zone track circuit failures. Emergency group point button for such operation
must be kept normally sealed. Each such individual operation shall be recorded
on a suitable counter.

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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 cancellation shall be recorded in a counter
specially provided for this purpose.
e) Arrangement to adjust the supply voltage for panel indication circuit to
control the intensity of illumination by selecting different supply voltages with
the help of button/switches provided on the panel, if necessary.
f) When SM's key is taken out, it shall not be possible to change the last
operated position of any signalling apparatus from control panel. However,
facility shall be provided to put back the signal to 'ON' position without altering
the route. It shall preferably be ensured that no command gets executed
automatically on reinsertion of SM's key.
21.2.14 An indication panel giving position of the yard and important indications
required for maintenance staff shall be provided inside the relay room in major
yards.
21.3 CONTROL PANEL INDICATIONS
The control panel shall be provided with the following indications :21.3.1 POINT INDICATIONS
a) The position of points shall be indicated either by white/yellow or green lights
near each individual point switch/button or by white strip light on the point
zone. During operation of the points, light/strip light for the intended position
will flash till points are correctly set and locked.
b) The point locked indication in route shall be given by illumination of a small
white light near the point or points switch/button which shall be extinguished
when point is free.
21.3.2 ROUTE INDICATIONS
a) Route indication lamps shall be provided to indicate setting and locking of the
route. When any route is not set, route indicator lamps shall be extinguished.
b) The complete route over which the movement is to take place shall be lit with
a row of white lights when the route is correctly set and locked.
c) As the train moves over the route, the portion of the route occupied shall
change to red and after the train has cleared the particular track, it should
change back to white lights until the sectional route/entire route is released,
when the white light is extinguished.

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21.3.3 SIGNAL INDICATIONS

a) Indication that a stop signal is at 'ON' shall be given by a red light and a
permissive signal is at 'ON' shall be given by a yellow light on the corresponding
signal symbols on the panel.
b) Indication that stop/permissive signal is 'OFF' shall be given normally by a
green, yellow or double yellow light as signal is seen in the field, on the
corresponding signal symbol on the panel. However, in case of a domino panel
where indication of all aspects is not provided, any 'OFF' aspect can be shown
by green along with the following flashing indications for conditions as
enumerated below:i) Failure of green; green flashes red* blank;
ii) Failure of yellow; green flashes, red lit;
iii) Failure of double yellow, both green and red* flash; &
iv) Failure of red*, green not lit (blank), red* flashing.
*To be read as yellow for a permissive signal.
c) Signal indication for the 'ON' aspect of a shunt signal on the same post as the
running signal is not required. In the case of shunt signal on independent post,
the 'ON' indication shall be given by a white light strip or two miniature white
lights in a horizontal position on the corresponding shunt signal symbol on the
panel.
d) Signal indication for 'OFF' aspect of a shunt signal shall be given by a slanting
white light strip or two miniature slanting white lights. Such indication of a
shunt signal located on the same post as a running signal shall be given below
the running signal indication.
e) A white light for 'A'/'AG' marker indication should be lit up on the panel below
the symbol of the signal when set for automatic working.
f) Indication that "Calling on" signal is 'OFF' shall be given by a white light below
the running signal indication of corresponding signal symbol.
g) Repeat indication shall be provided by a white strip light which should be lit
when repeater of the signal has displayed 'OFF' aspect. This indication should be
provided by a white strip over the running signal symbol on the panel.
21.3.4 TRACK CIRCUIT INDICATIONS
a) Indication that the track circuit is occupied shall be given by a row of red
lights (not less than two) on the each track circuit portion.
b) When the track is not occupied, the red lights shall be extinguished.

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21.3.5 POWER SUPPLY INDICATIONS

a) An indication to indicate the availability of the supply from the Mains/Diesel
Generator/ Catenary 1 or 2 should be suitably indicated.
21.3.6 OTHER INDICATIONS
a) Approach track circuits where provided, for all directions shall be indicated on
illuminated diagram. In continuous track circuit territory, the approach track
circuits will cover all the track circuits in rear of the first stop signal up to the
next signal in rear or up to the track circuit specified in the table of control for
approach locking. An approach track circuit controlling calling on signal shall be
indicated separately with a distinct mark.
b) Advance approach warning of trains if required shall be indicated on the
panel in the form of flashing lights or other type of indication and audible bell
warning to attract attention of Station Master. These visual and audible
warnings shall stop as soon as the approach track circuits mentioned in Cl.
21.3.6(a) above are occupied or signals are taken 'OFF' for the train. It shall be
possible to silence the audible warning by pressing a push button. This
cancellation shall not apply to train approaching subsequently for which the
push button must be pressed again.
c) Where required, failure of a signal lamp/route lamp shall light a red lamp on
the panel and give an audible warning for the same. Such indication may cover
group of signals. A common audible warning can also be provided for a group of
signals. It shall be possible to silence the audible warning by pressing a push
button. Such cancellation of audible warning shall not apply to subsequent
failures for which the push button must be pressed again.
d) A red lamp indication showing that the crank handle is free and a white
indication showing that the crank handle is in the locked position shall be
provided on the control panel near the crank handle control transfer switch /
button.
e) 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.
f) If push buttons are used on control panel, a buzzer to indicate that push
button/push buttons has/have been left pressed may be provided.
g) Suitable indications for slots, gate control etc. shall be provided.
h) The panel indication lamps shall be operated by not more than 24V miniature
type bulbs or light emitting diodes.
i) Return wires from indication lamps and relays shall be suitably bifurcated so
that excessive current does not damage it. Any break in return wire shall not fail
the indication/relay or give a wrong indication or pick-up a wrong relay.

353

j) When an approved electronic flasher relay other than Mercury type is

provided, a flashing white indication shall be provided at appropriate corner of
the operating panel to indicate to the operator the satisfactory working of
electronic flasher relay.
21.4 INTERLOCKING AND CIRCUIT REQUIREMENTS
21.4.1 General Circuit Requirements
a) Before designing the detailed circuits, route and point control tables showing
approach locks, back locking, release overlaps, isolation, interlocking,
dependence of signal aspect, grouping of crank handles and the condition for
release of crank handles, route release, gate release etc. shall be drawn up and
approved by the competent authority. Provisions of GR & SR shall be observed.
b) Signal circuits shall be so designed that the signal shall not change to a
lesser restrictive aspect than intended one and route shall not be released
because of fluctuations in power supply voltage or when the supply resume
following its failure.
c) While designing signal circuits and equipment to be used in AC traction
territory special precaution shall be taken according to provisions of Chapter
XXII on "Special requirements of signalling in AC electrified areas"
d) Common return shall not be provided in vital circuits.
e) All external circuits shall be in cables.
f) Where relays other than 24V, 1000 ohm relay with metal to carbon contacts
are used, the circuits shall be so designed that not more than 45 such contacts
are used in series in a circuit.
g) The proving of back contacts of metal to metal relays should be done in the
circuitry,
h) All new installations shall preferably be of route setting type interlocking.
21.4.2 Route setting and interlocking circuits for installations provided with
route setting system.
The route setting and clearance of signal shall be with the following conditions:a) SM's key is In
b) The interlocking is free
c) Operate the point in the route including overlap and isolation, if any, to
desired position.
d) The crank handle for all the motor operated points and keys for all the keylocked points in the route, overlap and isolation are locked and their control is
not released.

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e) Interlocked level crossing gates are closed against the road traffic in the
route including overlap, if any.
f) The complete route including overlap and isolation, if any, is correctly set and
electrically locked.
g) The track circuits in the route up to the next signal/dead end and its overlap,
if any, are clear.
h) Slot if any, from other agency shall be received,
i) Stop signal ahead is not blank,
j) Clearing of signal.
21.4.3 Route setting and interlocking circuits for installations provided with
"route setting by individual ' operation of point" system.
The route setting and clearance of signal shall be with the following conditions :a) The points in the selected route and if required in overlap and isolation are
operated to required position by individual operation of switches or push buttons
in conjunction with group push button.
b) Operation of entrance exit buttons/switches or one control switch clears the
signal ifi) SM's key is In
ii) The interlocking is free
iii) The points including hand operated points in the route including overlap and
isolation if any, are set, locked and detected.
iv) The crank handle for all the motor operated points and keys for all the keylocked points in the route, overlap and isolation are locked and their control is
not released.
v) All interlocked level crossing gates are dosed and closed against the road
traffic in the route and overlap, if any.
vi) Slot if any, from other agency has been received.
vii) The track circuits in the route up to the next signal/dead end and its overlap
if any, are clear.
viii) Stop signal ahead is not blank,
ix) Clearing of signal.

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Note:- i) For clearing calling on signals, proving of track circuits in the route
and overlap is not required. Calling on signal shall detect all the points including
interlocked level crossings in the route, which the main signal above it detects.
ii) For clearing of shunt signals the proving of berthing track circuits, points & LC
gates in overlap are not needed. This applies to both the systems having route
or non route setting facilities.
21.4.4 The interlocking between conflicting routes shall be achieved through
route interlocking electric circuits.
21.4.5 Approach locking or dead approach locking shall be provided for all
manual stop signals. Approach locking shall be continuously effective from the
predetermined point on approach of the signal.
21.4.6 Controls on level crossings, ground frames, cabins, sidings etc., shall be
suitably interlocked.
21.4.7 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.
21.5 Route Release Circuits
21.5.1 Complete route release including overlap shall be effective only after the
signal governing the route is put back to 'ON' and corresponding route
switch/button has been operated to normalize the route. Automatic route
release by the passage of train and complete release of route through
sequential route release shall be provided.
21.5.2 Where a route has got number of route sections, the circuit shall be so
designed that the route section does not release only by picking up of the
concerned track relay. Same is released only after the next track circuit is also
dropped and picked up, except in case when the last track is a berthing track. In
cases where the route is controlled by single track circuit, the route release shall
be controlled after predetermined time delay.
21.5.3 The route release circuit shall be so designed that it will release only
when at least two track circuits drop and pick-up in sequence.
21.5.4 In installations provided with route setting system, sectional route
release shall be provided where required. In such cases sub-route section
already released shall permit setting up of other routes, if interlocking otherwise
permits.
21.5.5 In case of installations provided with non route setting system, sectional
route release may be provided where considered necessary. The complete route
release shall be effective only after the signal governing the route is put back to

356

'ON' and corresponding route switch/push button has been operated to

normalize the route. However, where sequence proving relays are provided to
prove the authorized passage of a train, automatic route release shall be
provided.
21.5.6 It shall be possible to release a route in emergency after suitable time
delay, with the approach track occupied, provided the train has not passed the
signal during the time interval.
21.5.7 It shall be possible to release a route in emergency after a suitable time
delay where a approach track circuits have not been provided and after the
signal has been put back to danger provided the train has not passed the signal
during this time interval.
21.5.8 When the route is released by the passage of train, the overlap points
shall be released only after the lapse of two minutes of occupation of berthing
track as well as clearance of last point track circuit of the route. On cancellation,
the overlap points may be released simultaneously along with the main route.
21.5.9 Facility of emergency route/sub-route cancellation may be provided,
where necessary. Every such cancellation shall be recorded on a counter and in
a register to be maintained by traffic representative.
21.6 Signal Control Circuits
21.6.1 It shall not be possible for a signal to assume 'OFF' aspect in installations
provided with route setting facility unless the route switches/buttons have been
operated and relevant route has been correctly set and locked and relevant
track circuits are clear. In installation provided with non route setting facility,
the signal shall not assume 'OFF' aspect unless the route is set and locked,
relevant track circuits are clear and signal switch/button has been operated. In
case self restoring type of push buttons are used, signal shall not assume 'OFF'
aspect unless push button is pressed and released.
21.6.2 Circuits shall be so designed that the failure of any part of a circuit
affecting the control of the signal shall cause the signal to display a more
restrictive aspect than the intended aspect.
21.6.3 The circuit shall be so designed that in case of failure of a signal lamp,
the lamp of more restrictive is lit automatically and in case of failure of red lamp
it shall not be possible to clear the signal in rear.
21.6.4 Fouling protection, approach locking, indication locking, route locking,
siding control key locking, crank handle locking and track locking shall be
incorporated in the relevant control circuits.
21.6.5 Each aspect light of a signal may be proved where necessary and the
aspect indication shall be provided as per Para 21.3.3(b).
21.6.6 Wherever required, necessary control on the level crossing, ground
frames, cabins, siding control key, crank handles etc. shall be provided.

357

21.6.7 The correspondence of the point control relays and point indication relays
may be proved in signal circuits before the signal displays an 'OFF' aspect
21.7 Interlocking of level crossing gates
It shall not be possible for a signal to assume 'OFF' unless all interlocked level
crossing gates in its route and overlap are closed and locked against the road
traffic. Similarly, it shall not be possible to release any such interlocked gate
until the signal is replaced to 'ON' position and the route up to the gate is
released.
21.8 Point Interlocking and control circuits
21.8.1 The points once set shall remain in the last operated position until these
are operated by different route setting or by individual operation of points.
However, isolation points of catch siding, slip siding may operate automatically
after the passage of train to their isolation position where sectional route release
is provided.
21.8.2 Operation of points shall be possible only when the interlocking is free
and relevant point track circuit is clear. Emergency operations, where provided
when point zone track circuit fails, it shall be possible to operate the concerned
point provided interlocking is free by releasing an emergency control. Each such
operation shall be recorded on a counter.
21.8.3 Interlocking between points shall be provided only to the minimum
extent necessary.
21.8.4 Point control circuits shall be so designed that a cross connection or a
short circuit can not operate a point or give a false indication of the same.
21.8.5 Crossovers shall be operated by separate point machines, one at each
end. The detection of setting and locking of the points at the two ends of a
crossover shall be connected in series.
21.8.6 Crank handle / point NX key provided for manual operation of the points
worked by electric point machine must be interlocked with signals.
21.8.7 It must not be possible to release the crank handle/point NX key unless
the signals have been put back to 'ON' position and concerned route is released.
However, if the route remains locked due to what so ever reason, it shall be
possible to release the crank handle/point NX key after a time delay of 120
seconds from the time the signals have been put back to 'ON' position at a
station where crank handle is kept in location near the concerned points. In case
of stations having crank handle in SM's office, it shall be possible to release the
crank handle as soon as the signal is put back to 'ON' and crank handle release
command is given.
21.8.8 In major yard where number of points are more, these points should be
grouped in different zones maintaining the yard flexibility. The crank
handle/point NX key for each group of point machines should be so arranged
that they can not be interchanged.

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21.8.9 Siding control key for manual operation of siding points, taking off from
running lines, shall be so interlocked that it may not be possible to clear the
signal leading over to that line when the key is released for operating siding
points for shunting purposes.
21.9 Cross Protection
21.9.1 For purely internal circuits including vital circuits, double cutting or cross
protection may not be provided unless specifically required.
21.9.2 All equipments in external circuits shall be suitably protected from cross
connections and rendered immune to false operation by stray currents/induced
voltages.
21.10 RELAYS
21.10.1 The various type of relays used in relay interlocked systems shall be of
approved type and conform to appropriate specifications as detailed in Para 8.13
Chapter VIII unless otherwise specially permitted.
21.10.2 Time element relays of approved type shall be used. Where approved
electronic time element relays are used, these shall be two in number and their
contacts shall be in series in the concerned time release circuits.
21.10.3 The relays, including track relays, located in the track side location
boxes, shall be preferably plug-in type.
21.10.4 All plug-in relays and relay groups shall be fitted with noninterchangeable interlocking device to prevent the wrong relays/relay group
being accidentally plugged-in during replacement.
21.10.5 Removal or replacement of plug-in relays/relay groups from the relay
racks during operation shall not cause any unsafe conditions in the circuits.
21.10.6 As far as possible, all relays shall be housed in the relay room of the
controlling cabin to achieve maximum centralization.
21.10.7 Where feasible all relays except track relays, shall have 10% of working
contacts as spare subject to a minimum of one front and one back to facilitate
addition and alteration to the circuits at a later date. Extra space to
accommodate repeater relays shall be provided in the relay rack to cater for
future expansion.
21.10.8 Mercury type or any other approved type flasher shall be used.
21.10.9 Sequential proving of front and back contact shall be ensured where
metal to metal contact relays are provided.
21.10.10 All relays, relay groups shall be sealed.
21.11 SIGNALS

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21.11.1 The main running signals shall be of multi unit colour light type.
21.11.2 Shunt signals shall be of position light type.
21.11.3 Route indicators shall be either of the direction type or multi lamp unit
type or of stencil type conforming to approved design.
21.11.4 'A' marker lights for semi-automatic signals shall be of approved type.
21.11.5 Roundels, glasses and lenses used in the colour light signals shall be of
approved type.
21.11.6 The signal lamps used for different types of signals shall be of approved
type.
21.12 POINTS
21.12.1 Electrical point machines shall be of an approved type and conform to
appropriate specification indicated in Chapter VIII Para 8.13 unless otherwise,
specially permitted.
21.12.2 Means shall be provided to cut off the motor feed in case of obstruction
to the point movement after a predetermined time lag, based on the type of
point machine used.
21.12.3 The point operating control circuits shall have track circuit control,
overload protection and cross protection.
21.12.4 Hand worked point switches shall be equipped with circuit controllers
that are operated by the switches when closed. Keys controlling such switches
shall be electrically locked by the approach/time/back locking track circuit so
that it's not possible to work them in the face of an approaching train.
21.12.5 The crank handles shall be provided to facilitate operation of points in
case of failure of point machines. For this purpose, if necessary, the points in
the yard may be divided into convenient groups and to distinguish particular
groups, crank handles with different wards shall be used. The crank handles
may be provided in a suitable place near the group of points to which they refer.
The slots in the point machines provided to take the crank handles would also
be suitably made to take only the crank handle applicable to the group. The
crank handles shall, however, normally be locked. It shall be possible to release
them for use in point machine by releasing a control from the panel. With the
crank handle released, it shall not be possible to set up any of the relevant
routes and clear the signal for the same. The interlocking of crank handle can
also be achieved by using NX key of different wards.
21.12.6 In AC traction area, the point machine shall be immune to the effects of
Electro-magnetic induction. These should be installed within the range to which
these are immune to the effects of AC electrification.
21.13 TRACK CIRCUITS

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21.13.1 Provisions of chapter on track circuits shall be generally followed.

21.13.2 Track circuits of an approved design shall be used unless otherwise
specially permitted.
21.13.3 Axle counters of an approved design can be used in lieu of track
circuits.
21.13.4 The track circuits shall be so designed and installed that in the case of a
failure of block joints, the adjacent track circuit feed shall not wrongly energize
the next track circuit relay.
21.13.5 A DC track circuit shall not be fed directly from AC supply using
transformer and rectifier. A storage battery must be connected with battery
charger and the connection is so made that if battery is disconnected the
battery charger is also disconnected.
21.13.6 DC track relays can be centralized in location/relay room only by using
separate 2 core cable of adequate cross section and not through multi-core
cables.
21.13.7 At stations where points and signals are operated from an Assistant
Station Master's office at a central place, track circuiting of the entire station
section including all lines where direct reception is provided shall be done.
21.14 CABLES
21.14.1 Provisions of chapter on Cables & Overhead lines shall be generally
followed.
21.14.2 At least two cores of cable shall be provided between two ends of the
yard to cater for telephone communication for maintenance purposes in non RE
areas. Where the yard is extending over a large area, the location boxes may be
grouped and one socket may be provided in one of the location boxes in the
group so that telephone communication are conveniently available for coordination 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.
21.14.3 Earth leakage detectors of approved type may be provided to detect
any leakage to earth in cable conductors.
21.15 WIRING AND RELAY RACKS
21.15.1 The wiring used in various equipment shall comply with
requirements laid down in IRS specification No. S 23.

the

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21.15.2 All wiring in the cabin and locations shall be done in a neat manner so
that the wiring does not in any way prevent the proper functioning over working
parts and is easily accessible for maintenance.
21.15.3 All wiring in the cabin and location shall be terminated on approved
type terminal blocks/tag blocks unless otherwise specially permitted.
21.15.4 At all locations and cabins, wire entrance of adequate size, conveniently
located for ease of approach to terminals and other equipment so arranged as
to protect the wires from mechanical injury, shall be provided. Such wire
entrance shall be plugged and sealed with suitable compound after the wiring is
completed.
21.15.5 The internal wiring of relay rack in locations and cabin shall be generally
carried out with plain annealed copper conductors; PVC insulated unarmoured
flame retarding type of 1100V grade unless otherwise specially permitted. The
size of the conductors can be as follows:i) Single core size

1 mm

ii) Multi core each core of size

1 mm

iii) Multi core each core of size

0.6 mm

iv) Flexible insulated wire size

v) Flexible multi-strand wire size

16/0.20 mm
3/0.737 mm

21.15.6 Rack to rack wiring shall be generally carried out with multi core cable
having plain annealed copper single core conductor of size 1/0.6 mm or multistrand 16/0.2 mm as per approved specification for indoor cables.
21.15.7 Following practice shall be adopted for internal wiring. The connecting
wires shall be terminated on eyelets/lugs/receptacles unless otherwise specially
permitted.
a) All connections to plug-in non-proved type relays flexible wire of 16/0.20 mm
shall be used.
b) All connections to proved typed relays shall be done with 0.6/1 mm single
strand multi core cable.
c) For all connections from cable terminations to tag blocks and indicators etc.
shall be done with the help of 1 mm single strand wires.
d) For all connections to circuit breakers, lever locks etc. single strand wire of
1.5/1.6 sq. mm size shall be used.
21.15.8 Relay to Relay wiring on the same rack should be as far as possible
direct without intermediatries like tag block/terminals.

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21.15.9 Identification Marker for identifying the terminals and tags shall be
provided to each terminal to identify the circuits for which it is used.
21.15.10 Relay racks shall have sufficient capacity to take additional equipment
to the extent of 15% of equipment provided to permit additions and alterations.
21.15.11 Charts showing the position of relays on relay racks and contact
analysis of relays indicating the spare and used contacts shall be prepared and
kept in the relay room.
21.15.12 For future expansion, provision shall be made to accommodate
additional relays, relay groups & racks in the relay room.
21.16 FUSES, TERMINALS AND TERMINAL LINKS
21.16.1 Cartridge type fuses shall preferably be of N.D. type. Where screw cap
cartridge type fuses are used, these shall be of different colour codes for
different current rating and these shall be non - interchangeable.
21.16.2 Fuses shall be so grouped that blowing of a fuse has minimum
repercussion on train operation.
21.16.3 The fuses when blown off, shall preferably give a visual indication .
21.16.4 Each group of circuits shall be carefully protected by fuses in the cabins
and in location to facilitate easy fault localization.
21.16.5 Fuses shall be so arranged that they can be easily replaced without
causing interference or unsafe conditions to other circuits.
21.16.6 Cartridge fuse links shall be approved type.
21.16.7 The terminal block and tag blocks shall be of approved type unless
otherwise specially permitted.
21.16.8 The terminal boards provided at the locations and other places shall be
provided with suitable links to facilitate isolation of the two sides of the circuits
which are connected through the terminal links.
21.17 POWER SUPPLY ARRANGEMENTS
The power supply arrangements shall be as per details given in Chapter XVI on
"Power Supply Arrangement".
21.18 GENERAL
21.18.1 In case of big yards and busy stations where a large number of trains/
shunting movements take place resulting in intensive relay operations, relay
room shall be air conditioned .
At way side stations where the traffic density is less, the provision of air
conditioning is optional.

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Relay rooms in areas which are prone to dust or in vicinity of chemical factories
releasing injurious fumes or in areas with extreme temperature may be air
conditioned.
21.18.2 Fire fighting equipment shall be kept in the power supply equipment
room. At major installation fire detection and alarm shall preferably be provided
in the relay room of relay interlocking installations.
21.18.3 Suitable standard earthing shall be provided for all operating panel,
power supply, switch board, transformers, inverters etc.
21.18.4 At all Relay Interlocking Installations, Data Logger shall be provided.
21.18.5 Communication between the SM's panel room, relay room, equipment
room and locations shall be provided.
21.18.6 Panel shall be operated by Station Master/Panel Operator who shall
possess a panel competency certificate issued jointly by Traffic Inspector and
Section Engineer (Signal) of the section duly countersigned by assistant officer
of Traffic and Signal Department.
B. ELECTRONIC INTERLOCKING
(Section left blank)

INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL (VOLUME II)

|| Index || Chapter XI || Chapter XII || Chapter XIII || Chapter XIV || Chapter
XV || Chapter XVI || Chapter XVII || Chapter XVIII || Chapter XIX || Chapter
XX || || Chapter XXI || Chapter XXII || APPENDIX ||

CHAPTER XXII
SPECIAL REQUIREMENTS OF SIGNALLING IN 25KV AC ELECTRIFIED AREA22.1
General
22.2
Signal structure
22.3
Visibility of signals
22.4
Cables and Cable Laying
22.5
Signaling and Interlocking Circuits
22.6
Line circuits
22.7
Signal feed Circuitry
22.8
Point operation and Detection
22.9
Block working
22.10
Track circuits
22.11
Power Supply
22.12
Axle counter

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22.13
ATP system
22.14
Earthing
22.15
Rules for Protection of Staff working on Signal & Telecommunication
Installation Extracts of Para 20.5 of Appendix 1 of ACTM Vol. II, Part II
Annexure 31
Detailed Instructions for measurement of stray Direct Current
before installation of DC Single Rail Track Circuits
Annexure 32
Provisions of Part 'J' of Permanent Way Manual
Annexure 33
RE Drawing from 22.1 to 22.16

CHAPTER XXII
SPECIAL REQUIREMENTS OF SIGNALLING IN 25 KV AC ELECTRIFIED AREA
22.1 General
22.1.1 The objectives of the special precautions taken with signalling equipment
in AC electrified areas are:
a) to ensure that interference from the traction system cannot, under any
circumstances, cause the Signalling system to exhibit false clear indications, or
in any other way imperil the safe operation of trains. This objective must be
achieved even if the traction or Signalling system is in a faulty or anomalous
condition.
b) to ensure that signalling equipment continues to function normally in the
presence of traction current.
c) to minimise danger to life from electric shock derived from the traction
system.
22.1.2 Signalling is affected due to following in AC Electrified area
a) Visibility of signals due to OHE structure
b) Electrical clearances of signals due to live OHE close by
c) Traction rail-return current
d) Electrostatic and Electro-magnetic Induction
22.1.3 Visibility of Signals is taken care 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.

365

22.1.4 The electrostatic induction is practically eliminated by transferring a

circuit into underground cables protected by a metal sheath. The
electromagnetic 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 a) Length of parallelism between the cable conductors and the electrified track;
b) Soil conductivity;
c) Screening efficiency of the cable sheath where existing;
d) Return current through the rails and return conductor where provided;
e) Mutual inductance between catenary and the cable conductors;
f) Separation between catenary and cable;
g) The current carried by the catenary, etc.
22.2 Signal structure
22.2.1 Colour light signal shall only be used in electrified area.
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 drivers 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.
Broad Gauge
Drg. No. 22.1
For tangent tracks & tracks with super elevation less than 60 mm.
Drg. No. 22.2
For curved tracks with super elevation 60mm to 140 mm.
Drg. No. 22.3
For curved tracks with super elevation 140 mm to 185 mm.
Metre Gauge
Drg. No. 22.4

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For uncompensated O.H.E for straight track.

Drg. No. 22.5
For uncompensated O.H.E for track on curve.

22.2.4 In these diagrams the un-shaded portion shown above the standard
moving dimensions is the area into which a signal post 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 Drawing Nos.
22.1,2,3 for Broad Gauge and 22.4 and 22.5 for Metre Gauge tracks is
applicable when there are two sets of catenary and contact wires parallel to
each other in the same span, viz. insulated and un-insulated overlap locations.
It is to be noted that these diagrams are not applicable to (i) anchor spans, (ii)
turnouts, (iii) 3 meters on either side of masts, and (iv) in loco sheds and
inspection pits. The diagrams are also not applicable when there is a feeder line
running along with masts or where booster transformers and return conductors
are provided.
22.2.5 The normal height of the contact wire is 5.60 meters at supports. The
normal height of the catenary at its highest point is 7.05 meters. In tunnels as
well as underneath bridges, where clearances are limited, the contact wire may
be as low as 4.58 meters for Broad Gauge and 4.02 meters for Metre Gauge and
the catenary is also lowered suitably or terminated at the face of Bridges or
Tunnels. The clearance diagrams have, however, been drawn to suit the
extreme positions of the catenary and the contact wire. In addition, the
diagrams make allowances for the stagger as well as displacement of wires by
wind.
22.2.6 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.
22.2.6.1 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.
22.2.6.2 If for any reason it is not practicable to provide the protective iron
screening as given in para 22.2.6.1 above, a Caution Board of approved design
shall be provided on the signal post at a height of 3 metres above the rail level,
to caution the signal staff.
Note: Technical personnel shall exercise particular care to protect themselves
while working on signal posts not provided with protective screens. If there is

367

any likelihood of any part of their tools or equipment coming within 2 metre of
live equipment, they shall take a power block as detailed in Chapter VI of the
Manual of AC Traction- Volume II (Part-I). The same precautions are also
required in the vicinity of return conductors, which should be treated as live.
22.2.6.3 The SSE/SE/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 22.6 and 22.7 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
22.2.8.1 Neutral section shall be located away from stop signals, level crossing.
22.2.8.2 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.
22.2.8.3 If neutral section is provided before a stop signal, the distance*
between neutral section and signal shall be such that the train shall not cross
the signal in an effort to coast the neutral section.
*Note: The distance should be preferably 1600 meter away on section with
gradient upto 1 in 300 and 2500 meter with higher gradient upto 1 in 200, if
unavoidable. If PTFE type short neutral section has been used this distance can
be reduced to at least 400 meter after the stop signal and 200meter 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.
22.3 Visibility of signals
22.3.1 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, off set 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) The distance between the signal post and traction mast shall be as large as
possible. In case the traction mast is located in front of the signal post, the
distance between the traction mast and signal post should not be less than 30
metres. In addition, it should be ensured that no traction mast is located in
advance of the signal post at a distance less than 10 metres.

368

b) The signal post should be sufficiently high so as to be seen clearly.

c) 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-II). Relevant extracts as in
Annexure-31.
d) 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
22.3.3.1 Setting distance of OHE masts shall be in accordance with Drg..No.
22.8
22.3.3.2 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
22.3.4.1 If signals are located between tracks no OHE structures shall be
provided in the same track space for at least 600 m in rear of the signals.
22.3.4.2 Portal drop arms shall not normally be located in the track space where
signals are located at least for a distance of 600 metres before the signal.
22.3.4.3 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
22.3.5.1 Setting distances of OHE masts shall be in accordance with Drg..No.
22.9
22.3.6 Signals with Junction Indicators between tracks
22.3.6.1 Precautions and parameters for location of portal drop arms shall be as
specified under Para 22.3.4

369

22.3.6.2 For details of drawings, illustrating the above principles for Colour Light
Signals, reference may be made to Drawing No.22.10.
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.
22.4 Cables and Cable Laying
22.4.1 Only unscreened cable shall be used.
22.4.2 Screened signalling cable may be used on signalling installations where
screened cable is already in use and site condition demand its further use.
22.4.3 PVC insulated PVC sheathed and armoured unscreened cable to an
approved specification (IRS-63) shall be used for carrying signalling circuits.
Only approved type (IS-1554) power cable shall be used for signalling purposes.
22.4.4 The screened cable, if used, shall be PVC insulated, armored and to an
approved specification IRS S-35.
22.4.5 The cable shall be so laid that it is not less than one meter from the
nearest edge of the mast supporting the catenary or any other live conductor,
provided the depth of the cable does not exceed 0.5 meters. When the cable is
laid at a depth greater than 0.5 meters, a minimum distance of 3 meters
between the cable and the nearest edge of the O.H.E structure shall be
maintained. If it is difficult to maintain these distances, the cable shall be laid in
concrete / heavy duty HDPE/Ducts or any other approved means for a distance
of 3 meters on either side of the Mast. When so laid, the distance between the
cable and the mast may be reduced to 0.5 meters. These precautions are
necessary to avoid damage to the cable in the event of the failure of an
overhead insulator.
22.4.6 In the vicinity of traction sub stations and feeding posts, the cable shall
be at least one metre away from any metallic part of the O.H.E and other
equipment at the sub station, which is fixed on the ground, and at least one
metre away from the sub station earthing. In addition, the cable shall be laid in
concrete or heavy-duty HDPE pipes/ Split RCC pipes or other approved means
for a length of 300 meters on either side of the feeding point. As far as possible,
the cable shall be laid on the side of the track opposite to the feeding post.
22.4.7 In the vicinity of the switching stations, the cable shall be laid at least
one metre away from any metallic body of the station, which is fixed in the
ground, and at least 5 meters away from the station Earthing. The distance of 5
meters can be reduced to one metre provided the cables are laid in concrete
pipes/ heavy-duty HDPE pipes /ducts or any other approved means.
22.4.8 Where an independent Earth is provided for an OHE structure, i.e. where
the mast is connected to a separate Earth instead of being connected to the rail,
the cables shall be laid at least one metre away from the Earth.

370

22.4.9 Where there are O.H.E structures along the cable route, the cable
trenches shall as far as possible, be dug not less than 5.5 meters away from the
centre of the Track.
22.4.10 In a cable run, the number of circuits carrying 300V at any given
instant shall not exceed three. Note : 300 V feed system shall not be used in
future installations.
22.5 Signalling and Interlocking Circuits
22.5.1 As a rule, no aerial circuits shall be retained in the electrified zone. The
only exception may arise in the case of Block Circuits coming in from a nonelectrified zone. However, in each such case, it shall be ensured that the Block
Wires are terminated in a suitable lead in cable upto a distance of 50 meters
from the electrified track at right angle to track. In every such case, the length
of parallelism and the distance of Block Wires from the nearest electrified track
shall be checked to ensure that the maximum induced voltage does not the
exceed 60 volts the limits prescribed by CCITT. Paras 505(e), 508(b) and
549(a) of Indian Railway Telecommunication manual (old) shall be considered
for design and precautions.
22.5.2 Barring block-instrument circuits, no other earth-return circuit shall be
permitted on A.C electrified territory. The Block instruments, however, shall be
suitably protected by a filter of approved design as stipulated in para 22.9.5
22.5.3 The following electrical signalling equipment are not safe to withstand AC
induced voltage. The coils of these 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 and this battery 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.
22.5.4 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.
22.5.5 Separate Batteries shall be provided for external and internal circuits.

371

22.5.6 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.
22.5.7 Polarised 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.
22.5.8 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.
22.5.9 No external circuit shall work in A.C. electrified area with out double
cutting.

22.6 Line circuits

22.6.1 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 lineside 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.
22.6.2 Maximum length of parallelism
22.6.2.1 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.
22.6.2.2 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.
22.6.2.3 The induced voltage in the underground Screened cable may be
reckoned as 35 V/km under normal conditions with a catenary current of 300
Amps on Single Line and 600 Amps on Double Line.
22.6.2.4 Maximum length of parallelism permitted on screened cable is 3.5 Km.
Note: In future, screened cable shall not be used.
22.6.2.5 The length of DC Track Circuits terminated on Line Relays with
unscreened cable shall be restricted to:Type of relay
AC immunity level in volts
Maximum permissible length on *

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.
.
Single Line
Double Line
AC immunized
Shelf Type
750
2.1 Km
2.8 Km
QNA1
1000
2.1 Km
2.8 Km
K50B1
170
1.0 Km
1.2 Km
K50
130
750 meters

*Maximum permissible induced voltage is restricted to 400V for human safety

and factor of safety 1.5 has been considered.
22.7 Signal feed Circuitry
Signal feed system shall be of the 110V 50Hz type. 300 V signal feed system
where already working may continue. 110 V feed system can replace 300V feed
system as per the site requirements or when it has out lived its life.
22.7.2 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.
22.7.3 Maximum permitted length of direct
configuration shall be as per tabulation below:
Type of cable
110V volts feed system
300 V feed system

feed

of

signal

in

various

373

Single track
Double track
Single track
Double track
Screened
600 m
600 m
Unscreened
180 m
220 m
500 m
600 m

22.7.4 When a signal is located at a distance greater than that specified in para
22.7..3 the signal shall be fed locally by controlling relays located at the
location. Such signals may also be remotely fed from the cabin by using a
corresponding relay at the location. Typical circuit is given in Drg. No. 22.11.
22.7.5 It shall be ensured that the power transformer for feeding circuits as per
section 22.7.2 shall be different from the transformer feeding longer circuits.
22.8 Point operation and Detection
22.8.1 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.
22.8.2 Electric Operation of point
22.8.2.1 Point detection and point detection repeat circuits shall use acimmunized relay.
22.8.2.2 The maximum permissible length for various types of commonly used
Point Machines is as under:Type of Machine
AC immunity level in volts
Maximum permissible parallelism in meters between Point Contactor and Point
Motor
.
.
Single Line
Double Line

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IRS-24
160
910
1100
SGE110V
250
1435
1750
GRS5E
90
515
630
STYLE 63
130
745
910
M3
200
1150
1400
M5
70
400
490
Siemens IA
160
910
1100
Siemens IR
300
1650
2100
Siemens 1A
400
2200
2800
LM-55
160
910
1100

375

Factor of safety is 1.5

22.8.2.3 CSTE may authorize where necessary, longer permissible separation
between point contacter and point machine when screened cable is used.
22.8.2.4 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.
22.8.3 Rod Runs
22.8.3.1 The point rods in A.C electrified areas are subject to a certain amount
of induced voltage. In addition since the rods are in contact with the rails at
some point or other, the rail voltage, which can be quite high in case of faults, is
transmitted through them to the lever frame. Insulators shall, therefore, be
provided on the rodding as per instructions in section 22.8.4 for protecting the
Operating Staff from the effects of these voltages.
22.8.4 Insulated Rod Joints
22.8.4.1 The insulated rod joints shall be as per approved drawings.
22.8.4.2 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.
22.8.4.3 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.
22.8.4.4 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.
22.8.4.5 Each Point, Trap indicator and lockbar operated by rodding shall be
electrically isolated from the track.
22.8.4.6 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 uninsulated portion of another rod.
22.8.4.7 The clearance between the insulator and the adjacent rod roller shall
be adequate to permit normal movement of the rod.
22.8.4.8 When a rod crosses the track, the top of the rod shall not be less than
40mm from the bottom of the rail. When steel or C.I sleepers are used, the
distance between the rod and the sleeper shall also be not less than 40 mm.
Similarly, the distance between any O.H.E mast and the point rods shall not be
less than 40 mm.

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22.8.4.9 The operating rod of locally worked points on all electrified lines and of
similar points taking off from two non-electrified track adjacent to the last
electrified line shall also be provided with an insulator so that the point lever or
point box is insulated from the rail.
22.8.4.10 When the Engineering department provides the point lever or point
box, Engineering department shall provide the insulator on the operating rod.
22.9 Block working
22.9.1 In 25 KV electrified line only following type of block instrument shall be
used :

Single Line :
Neal's token instrument
Daido's Tokenless block Instrument
Block working with Axle Counter
Double Line :
SGE Block Instrument
Block working with Axle Counter
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 Kms.
22.9.2 If any other block instrument is to be used, prior approval of Railway
Board shall be obtained.
22.9.3 Block instruments may use special PVC insulated quads in the aluminumsheathed cable/ 4 or 6 quad jelly filled telecommunication cable or other
suitable communication means, like OFC and radio, for their working.
22.9.4 When quad cable is used for the working of block instruments, Block
Telephone and Block Bell circuits shall be worked through a transformer utilizing
the two pairs of block quad. The Block circuits shall be worked on the phantom
pair or by other suitable means.
22.9.5 Protective Devices of approved type consisting of two chokes connected
in series with a four terminal condenser connected across the junction between
two chokes and earth shall be used. A rare gas arrestor shall also be provided
across the condenser to absorb surges
under faulty conditions. The
arrangement is illustrated in Drg. No. 22.12
22.9.6 The Block Bell shall be worked through Block Bell equipment of approved
type.

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22.9.7 Separate line battery or DC-DC converter shall be used for each block
instrument. This battery shall feed only the block instruments and not any other
circuit.
22.9.7.1 Two different earths shall be provided for Discharger and Block. :
22.9.8 When OFC, Radio or other communication means are used for block
working, fail-safe block interface (FSBI) of approved design shall be used. FSBI
shall be installed in communication room and which may not be always close to
the place where block instruments are installed. In case the distance between
FSBI and block instrument is more than 500 metres, block filter and block bell
and telephone shall be inserted in cable pairs connecting them.
22.9.9 Single Line Token Instruments
22.9.9.1 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 energised during the operation of plunger but is dropped
only after the condenser has discharged to a safe limit. The circuit details are
illustrated in drawing No. 22.13.
22.9.9.2 Whenever stray DC is present in the earth, metallic return is provided
for block circuit. Metallic return should be used with a modified filter circuit
eliminating the condenser. The chokes and surge arrestors shall be retained and
shunt resistors shall be provided across the Galvo (150 ohms) and Polarised
Relay (77 ohms). The resistors shall be of substantial rating so that they do not
get open circuited. The circuit details are illustrated in drawing No. 22.14. In
this case, slow to release relay is not required.
22.9.9.3 Only Frequency Modulated Single Line Daido Token less Block
Instrument is approved for installation in electrified sections.
22.9.10 Double Line Block Instrument
22.9.10.1 IRS type Block Instrument with Block filter shall be used for Double
Line section electrified with 25 kV AC. The circuit details are illustrated in
Drawing No. 22.15.
22.9.10.2 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
22.10 Track circuits
22.10.1 Track circuit on AC electrified section may use IRJs (Insulated Rail
Joints) or ESJs (electrical separation joint) and may be configured as single rail
or double rail track circuit. Track circuit which use electric separation joint shall
be configured only as double rail track circuit.
22.10.2 Single Rail Track Circuit

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22.10.2.1 With single rail track circuits, one of the rails is reserved for the
traction return current. This rail is referred to as the un-insulated rail. Any
connection from the O.H.E. mast or other structure shall be made only to the
un-insulated rail. Similarly, connections for the return current at feeding points
as well as from booster transformers and return conductors shall be made only
to the un-insulated rail.
22.10.2.2 As far as practicable, the rail adjacent to the O.H.E Mast shall be
utilised as the un-insulated rail. However, this may not always be possible,
particularly in yards where there are a large number of points and crossings or
where the O.H.E masts are not always on the same side or where track circuits
are staggered.
22.10.2.3 In single rail track circuits, in the event of a break in the uninsulated
rail, very heavy current will flow through the track relay as well as the
equipment at the feed point. To avoid this the uninsulated rails of the adjacent
tracks shall be cross-bonded at intervals of not more than 100 Mts. In case the
track circuit is less than 100 Mts. the cross bonding shall be provided on the
uninsulated rail at either end of the track circuit (ref Drg no 22.16).
22.10.2.4 In the case of adjacent track circuits, the return rail shall be
staggered.

22.10.3 Double Rail Track Circuit

22.10.3.1 In double rail track circuits, since both rails are used for traction
return current, impedance bonds shall be provided at the IRJs.
22.10.3.2 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.
22.10.3.3 Connections at the feeding points and from booster transformers and
return conductors shall be made to the center points of impedance bonds.
22.10.4. DC Track Circuit
22.10.4.1 This track circuit can only be configured to work as single rail track
circuit.
22.10.4.2 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 wheelset at
the feed end will impress this interfering voltage on the relay, whilst a wheelset
at the relay end will similarly impress the interfering voltage on the feed set.

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The track circuit equipment must be immune both to false operation and to
damage from such impressed voltages.
22.10.4.3 Immunized D.C. Track Relays to British Standard Specifications No.
1659 shall be provided in A.C Traction areas. Such immunized track relays shall
satisfy the prescribed specifications so far as immunization is concerned in
addition to provisions contained in British Railway Specification No. 939-A and
RDSO/SPN/84/88 can also be used in A.C Traction areas. The resistance of the
immunized Track Relay shall be 9 ohms.
22.10.4.4 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.
22.10.4.5 The length of D.C single rail track circuit in AC electrified areas with
AC immune 9 ohms shelf type relay shall not exceed 450 meters where wooden
sleepers are used and 350 meters where concrete sleepers are used. The length
of track circuit can be extended upto 450 meters when QTA 2 plug-in relay is
used.
22.10.4.6 Restriction on the track circuit length due to use of concrete sleeper
can be relaxed upto 450 meters by CSTE of Railway if adequate ballast
resistance can be consistently obtained.
22.10.4.7 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 'B' type choke at the relay end, under
minimum ballast resistance of 2 ohms/km. Operation of track circuit with this
type of relay will require four cells delivering 8.8V. QBAT relays shall be used in
conjunction with QSPA1 relays conforming to BRS 933A.
22.10.4.8 As an interim measure, length of DC track circuit may be retained at
the existing level at higher catenary current of 800 Amperes on single-track
section and 1000 Amp. on double track section by providing B type 120 ohms
impedance choke in series with track relay. Audio frequency track circuit shall
be used on sections where catenary current exceeds 300 Amps, on single- track
section and 600Amps. on double track- section.
22.10.4.9 Before installation of single rail D.C track circuits in A.C Electrified
areas, measurements of stray D.C currents shall be taken in accordance with
the instructions in Annexure 32. 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 milliamperes, if length of track circuit is 100 meters and above
If measured value of current exceeds the specified limit as above, other type of
track circuit suitable to work in A.C. traction area shall be used.
22.10.4.10 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.

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22.10.5 Audio frequency Track Circuit

22.10.5.1 Only approved type modulated Audio frequency Track Circuit shall be
used.
22.10.5.2 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.
22.10.5.3 Impedance bond shall be used where there is no provision in design
of Audio frequency track circuit to balance the traction rail return current.
22.10.5.4 Electric Traction Units shall be critically examined for harmonics
generated by them before they are brought into service.
22.10.6. Impedance bonds
22.10.6.1 Impedance bonds used on 50 Hz electrified lines shall be of approved
type.
22.10.6.2 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.
22.10.6.3 Generally, AC impedance bond shall be capable of supporting a
current of 400A continuously (200A in each rail), with a peak loading of 1000A
for a period of up to five minutes, without suffering damage or overheating.
22.10.6.4 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.
22.10.6.5 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.
22.10.6.6 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.
22.10.6.7 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.
22.10.7 Maintenance and Installation of track circuits

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22.10.7.1 There are no special methods used solely for the installation of track
circuits on ac electrified areas, and reference should be made to installation
instructions given relevant in manual and / SEM chapters.
22.10.7.2 It is, however, important to recognize that the operation of track
circuit is dependent upon the integrity of traction return bonding. It is therefore
important that attentions are given to the testing during installation and also
during maintenance of traction return bonding.
22.10.8 Track Bonding
22.10.8.1 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 430V under traction short
circuit conditions.
ii) To ensure that protective equipment operates satisfactorily,

iii) To minimize damage to installations due to traction short circuit,

iv) To maintain correct operation of track circuits.

22.10.8.2 Procedure of planning track bonding
22.10.8.3 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.
22.10.8.4 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.
22.10.8.5 The plans must then be returned to electrical department who will
indicate the position of continuity bonds, cross bonds, structure bonds and all
earth connections to the traction system. The plans will then be returned to the
signal department for his final agreement and issue to concerned parties.
22.10.8.6 Bonding of Single Rail Track circuits
22.10.8.6.1 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

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the conductive path between the track circuit feed connection and the relay or
receiver end connection is interrupted in the event of a disconnection.
22.10.8.6.2 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.
22.10.8.6.3 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 un-insulated rails of the adjacent
tracks shall be cross-bonded at intervals of not more than 100 meters. In case
the track circuit is less than 100 meters, the cross bonding shall be provided on
the un-insulated rail at either end of the track circuit.
22.10.8.6.4 On single line track circuited sections, a continuous earth wire is
provided on the traction mast capable of carrying full traction return current.
The un-insulated rail shall be connected to each of the traction masts by a
structure bond, which shall be riveted at both ends. The arrangement for Double
Line and Single Line Sections is as illustrated in Drawing No. 22.14.
22.10.8.6.5 Typical bonding examples with single rail track circuits are shown in
figure.
22.10.8.7 Double Rail Track Circuits
22.10.8.7.1 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.
22.10.8.8 Types of Bond and Responsibilities
22.10.8.8.1 Rail Joint Bonds : Rail joints in track-circuited areas shall be bonded
using two 8SWG bare galvanized steel wires or copper bonds/ steel wires or
flats secured by means of channel pins or welding/riveting. The S&T department
is responsible for the installation and the maintenance of all rail joint bonds.
22.10.8.8.2 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.
22.10.8.8.3 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.
22.10.8.8.4 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.
22.10.8.8.5 Detailed instructions for bonding of track are given in the A.C
Traction Manual.

383

22.10.8.8.6 It is essential that the traction return and track circuit bonding is
maintained in its design condition. The Traction Foreman and CSI 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
Supervisory Signal Inspector and put up within a month for the scrutiny of the
Divisional Signal and Telecommunication Engineer/Divisional Electrical Engineer
(OHE). Responsibility of maintenance of traction bonds is with electrical
department.
22.11 Power Supply
22.11.1 In double line section power supply at stations including Block Huts,
Intermediate Block Huts, Interlocked Level Crossings and at such locations in
Automatic Signalling Territory as required shall be provided by tapping both UP
and Down OHEs with an automatic change over switch. Uninterrupted Power
Supply with inverter shall be provided if automatic change over switch between
UP and Down OHEs is not provided. Diesel generators shall be provided at
junctions and important stations where frequent shunting is involved. Where
local power supply is reliable, the same may be utilized as standby. In single
line electrified areas in addition to OHE supply standby generators of adequate
capacity shall be provided in conjunction with UPS and inverters.
22.11.2 Where power supply is drawn from Up and Down OHEs, supply shall be
provided such that at least one power is available in the event of power block in
the station.
22.11.3 Signal department may provide a diesel generator set at large junction
stations.
22.12 Axle counter
22.12.1 Axle counter used shall be of an approved design.
22.12.2 The wheel detector circuits used in axle counting system are
galvanically decoupled from currents flowing in rails. As a result higher degree
of immunity to traction current is available.
22.12.3 Leakage fields from inductors on locomotives can produce disturbance if
these are mounted close to the rail. Locomotive and EMU shall be critically
examined for the placement of inductor on the underframe.
22.13 ATP system
22.13.1 ATP system used shall be of approved design.
22.13.2 Balises used in ATP system are galvanically decoupled from currents
flowing in rails. As a result higher degree of immunity to traction current is
available.

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22.13.3 Leakage fields from inductors on locomotives can produce disturbance if

these are mounted close to the rail. Locomotive and EMU shall be critically
examined for the placement of inductor on the underframe.
22.14 Earthing
22.14.1 Earthing of cables, equipment, buildings and structures is done for one
or more of the following purposes:
a) To ensure effective and rapid operation of protective equipment in the event
of earth fault currents in an electrical supply system which might otherwise
cause fire; and to protect against danger to life through shock due to noncurrent carrying equipment and metal work being maintained at a dangerous
potential relative to earth.
b) To provide an earth for telephone systems employing an earth return
signalling circuit.
c) To provide a means for the earthing of metal screens of telecommunications
cables and equipment for the purpose of reducing interference.
d) To provide a direct connection with earth for discharge tubes, lighting
protectors, etc.
e) To provide an earth to block instrument working on earth return.
22.14.2 Installations to be earthed
22.14.2.1 Separate earthings shall be provided for the following cases :i) The lever frame and other metallic frames of the cabin shall be connected
together to a separate earthing.
ii) The earthing shall be provided at every location box where cables terminate.
iii) It is not necessary to earth the sheath and armouring of screened cables or
armouring of unscreened cables when they are used as a tail cables except in
special cases where the length of the tail cable exceeds normal prescribed
limits.
iv) Block circuits working on earth return through the respective Block filters,

v) The surge arrestors provided in block

vi) In case of signals falling within 2 meters from the electrified track, the
protection screen shall be connected to an earth
22.14.2.2 There shall not be any possibility of simultaneous human contact with
metallic bodies connected to different earths, where it is not possible to provide

385

suitable spacing or partition between various metallic objects referred to above,

they shall be connected to a common earth.
22.14.2.3 Limits of earth resistance: The maximum earth resistance specified is:
a) Earth for lightening discharger 10 ohms
b) Earth for equipment 10 ohms
c) Axle counter cable screen in ac electrified area 1 ohms 22.14.3 Installation of
a standard Earth electrode system
The material required for a standard electrode system should be corrosion
resistant.
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.
22.15 Rules for Protection of Staff working on Signal & Telecommunication
Installation
22.15.1 Railway personnel working on Signal & Telecommunication equipment
on sections provided with 25 KV A.C traction are required to take suitable
precautions on account of the following: a) Proximity to live conductors;
b) Presence of returns currents in the rails;
c) Induction in all metallic bodies situated near the overhead equipment.
22.15.2 Proximity of a Live Conductor: - Any contact direct or indirect, with the
25KV conductors is dangerous and shall be strictly avoided.
22.15.3 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.
22.15.4 Wherever staff has to work on installations, which are in direct or
indirect contact with the rails, they shall -

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i) use tools (insulated and non-insulated) in accordance with approved

instructions &
ii) observe the provisions of Section 'J' of permanent way manual reproduced as
Annexure 33.
22.15.5 Induction in metallic bodies situated close to overhead electric
equipment
22.15.5.1 Induced voltage may appear in Signalling and Telecommunication
Circuits when the length of parallelism to the track is appreciable. Even if there
is no induced voltage in a circuit at the time of starting a work, precautionary
measures listed below shall be taken, as induced voltages may develop at any
time on account of an increase in current in the traction lines. It is also to be
noted that in the case of equipment or circuits, which are earthed, a contact,
which may normally be without danger, may give rise to an electric shock in the
case of a break in the circuit or in the earth connections. Consequently, when
staff have to work on Signal and Telecommunication Circuits on 25 KV A.C
electrified lines, they shall take the following precautionary measures: a) They shall as a general rule, wear rubber gloves and use tools with insulated
handles;
b) When the work to be done is of such a nature that rubber gloves cannot be
used conveniently, special precautions shall be taken by spliting 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 Inspectors shall explain the meaning of
this painting to the maintenance staff and ensure that they correctly understand
it.
22.15.6 Before any work is undertaken on Signalling or Railway
Telecommunication cables, the staff shall take the following precautionary
measures :a) Reduce the length of the circuit as much as possible;
b) Use Rubber gloves as far as possible or alternatively use insulated rubber
mats; &
c) Before cutting the armour or the metal sheath of the cable or the wires in the
cables, an electrical connection of low resistance shall be established between
the two parts of the armour, the Sheathing and wires that are to be separated
by cutting.

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22.15.7 Staff who have to work on electrical circuits shall be equipped with
insulated tools such as box spanners, pliers, screwdrivers, etc. They shall, in
addition, be supplied with rubber mats and rubber gloves. In regard to staff who
have to work on equipment directly connected to the rails, tools with insulated
handles may be supplied as far as possible and as far as practicable. A plastic
sleeve on the handle will be sufficient in most cases.
22.15.8 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 Inspectors' offices.
22.15.9 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: i) 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.
ii) 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 betaken.
iii) On receipt of this intimation, the staff responsible for the maintenance of
Signalling of the section shall immediately proceed to the site and test all
circuits and allied equipment paying particular attention to the external
signalling gear to ensure that no damage to it has taken place. An authorised
representative of the Signal Department shall submit Certificate that every thing
is working all right and send it to his superiors alongwith a detailed test report
as soon as possible.
22.15.10 2.2kV charging as an Anti-Theft measure
22.15.10.1 Guidelines for anti-theft charging pertaining to S&T works as
prescribed in Appendix VII of ACTM Vol-II Part II shall be followed.
22.15.10.2 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
a) Provisions of wire mesh screen on the working platform of existing
semaphore signals in case the requisite electrical working clearance of 2 metres
is not available. No portion of signal post or it fittings shall be less than 700 mm
from the live conductor.
b) Replacement of existing DC track relays and DC line relays by AC immunized
relays

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c) Supply of insulated tools to maintenance staff

d) Conversions of all overhead track crossings of BSNL and Railway into cables
and removal of overhead wires thereof.
e) Certificate of clearance from BSNL regarding 2.2 kV anti theft energisation.
22.15.11 An approved checklist of the works to be completed as per provisions
of this chapter shall be issued by 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.
Annexure 31
Para 22.3.1 (C)

Extracts of Para 20.5 of Appendix-1

Manual of AC Traction - Volume II (Part-II)

20.5 Masts near signals

The visibility of should be kept in mind while deciding the setting up masts in
their vicinity. The following principles should be observed for deciding the
setting of masts near signals.
20.5.1 Colour light signals located outside all tracks.
a) Colour light signals without route indicators :

i) Where no approach signal is provided

The minimum settings of mast before should be 3.25, 3.10,3.05,2.90 and 2.75
m for distance upto 80m, beyond and upto 110m, beyond and upto 190m,
beyond and upto 270m and beyond and upto 400m respectively.
ii) Where approach signal is provided and for signals other than distant signals
The minimum setting of masts before the signal should be 3.25, 3.10, 3.05,
2.90 and 2.75m for distance upto 50m, beyond and upto 70m, beyond and upto
115m, beyond and upto 160m and beyond and upto 240m respectively.
b) Colour light signal with route indicators :

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i) With horizontal route indicator

The minimum setting of masts before the signal should be 3.72, 3.50, 3.25,
3.05, 2.90 and 2.75m for distances upto 60m, beyond and upto 125m, beyond
and upto 170m, beyond and upto 215, beyond and upto 250m, beyond and
upto 310m respectively.
ii) With other than horizontal route indicator
The minimum setting of masts before the signal should be 3.50, 3.25, 3.05,
2.90 and 2.75m for distance upto 70m, beyond and upto 130m, beyond and
upto 170m, beyond and upto 215m and beyond and upto 280m respectively.
Note : 1. See Drg. No. ETI/OHE/G/00112 also. The setting may be reduced in
special cases, conforming to Figs. 6 to 9 of ibid.
Note: 2. Setting distance may be reduced for starter signals of loop lines and
yard lines.
20.5.2 Colour light signals located between tracks

a) Signals without route indicators :

No. OHE mast should, as far as possible be located in the same lane as the
signal for a distance of at least 600m before a signal. Drop arms of portals
should also not normally be located in the lane where signals are located at
least for a distance of 600m before the signal.
Where this is not possible, for any reason, the signal should be mounted on an
off-set bracket. In addition, a special study should be made in each such case in
respect of three drop arms before the signal, to see whether the drop arms can
be off-set from the center line of the lane in a direction opposite to the off-set of
the signal or alternatively, whether it is possible to shorten the drop arms.
Reduction in the signal's height may also be examined.
b) Signals with route indicators :
The principles mentioned under para 20.5.2 (a) should be observed in these
case also.
Note: 1. No. part of a colour light signal without a route indicator should, as far
as possible be higher than 5.2m above rail level. Great care should be exercised
in deciding the locations of colour light signals with route indicators so that the
necessary minimum clearances are available between the signals and live out of
run conductors, or pantogaphs way zone.

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2. On signal-line sections, signals (colour light as well as semaphore) should, as

far as possible be located on the side of the track opposite to the OHE masts.
20.5.3 For semaphore signals located outside the track
The minimum settings of masts before the signal should be 3.05,2.90 and
2.75m for the first, second and next three masts respectively.
Note: For details see Drg. No. ETI/OHE/G/00112.

Annexure 32
Para 22.10.4.9

Detailed Instructions for measurement of stray Direct Current before installation

of D.C. Single Rail Track Circuits.

1.0 Before installing a D.C. Track Circuit in areas, which are to be A.C.
Electrified, stray Direct Current tests shall be carried out so as to ensure that
D.C. Track Relays shall not operate with the stray currents.
2.0 These Tests shall be carried out only on non-electrified sections.
3.0 If there are already existing track circuits in the area, these shall be
disconnected to safeguard against false readings being recorded in case of
leakage of Block Joints.
4.0 The length of the track required being track circuited should be insulated by
means of Block Joints on either end of the rails. The rail joints in the trackcircuited 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

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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 volt.
b) The total stray current as measured shall not exceed 100 mA. Where all track
circuits to be installed on the line are less than 100 metre long, the highest
acceptable figure of stray current is 10 mA.

Annexure 33
Para 22.15.4

PROVISIONS OF PART 'J' OF PERMANENT WAY MANUAL

PART 'J'
Maintenance in Electrified areas

282 General Instructions to Staff : 1) General knowledge of Engineering Staff

392

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

393

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

394

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

395

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

396

position. If an electric engine or single or multiple unit train runs into the
sanded length of a catch siding, it may possible be insulated from earth except
through the buffers or couplings if connected to other vehicles, therefore, these
sidings shall not be made alive when an electric engine or single or multiple unit
train or any vehicle coupled thereto are standing in the sanded track until all
staff have been moved away from positions where they are likely to make
contact between the permanent way formation and any part of the locomotive
or single or multiple unit train or coupled vehicles. No person shall attempt to
enter, or leave or in any other way make contact between the permanent way
formation and the electric engine or single or multiple unit train or any vehicles
coupled thereto while one overhead equipment of the sanded length of siding is
alive.
286 Additional precautions in AC Traction Area: - The following additional
precautions are required to be taken in AC traction areas :1) Build-up of potential due to induction in metallic bodies situated close to
O.H.E : - It is important to note that dangerous voltage may be induced in
metallic masses such as fencing posts in the vicinity of traction conductors. To
avoid possibility of shock due to such voltages, the metallic structures are
bonded together and earthed.
2) Unloading of rails :- When unloading rails along tracks, care shall be taken to
ensure that rails do not touch each other to form a continuos metallic mass of
length greater than 300 meters.
3) Permanent way staff are advised to keep clear of the tracks and avoid
contact with the rails when an electrically hauled train is within 250 meters.
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.

397

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.

Note
(1) All Dimensions gives are in millimetres.
(2) In applying the diagram to curves it should be inclined so that the axis of
the diagram is normal to the track plane.
(3) The diagram is not applicable to turnouts.
(4) This diagram is not applicable to the Anchor span where the conductors are
outside the track zone.
(5) The curves are drawn for the maximum cant applicable, therefore, for lesser
cant it may be economical to decide the clearance at site jointly with the
Electrical department.
(6) Curves in full line are for tangent track and those in dotted line for curves
track with SE.60.

SIGNAL CLEARANCE DIAGRAM TO SUIT 25 K.V., A.C. TRACTION

FOR TANGENT TRACKS AND CURVED TRACKS WITH SE. 60
SCALE 1 cm = 500mm
Drg. No. 22.1

Note
(1) All Dimensions gives are in millimetre.

398

(2) The diagram is not applicable to turnouts.

(3) The diagram is not applicable to the Anchor span where the conductors are
outside the track zone.
(4) The curves are drawn for the maximum cant applicable, therefore, for lesser
cant it may be economical to decide the clearance at site jointly with the
Electrical department.

SIGNAL CLEARANCE DIAGRAM TO SUIT 25 K.V., A.C. TRACTION

FOR CURVED TRACKS 60 TO 140 S.E.
SCALE 1 cm = 500mm

Drg. No. 22.2

Note:
(1) All Dimensions gives are in millimetre.
(2) This diagram is not applicable to turnouts.
(3) The diagram is not applicable to the Anchor span where the conductors are
outside the track zone.
(4) The curves are drawn for the maximum cant applicable. Therefore, for lesser
cant it may be economical to decide the clearance at site jointly with the
Electrical department.

SIGNAL CLEARANCE DIAGRAM TO SUIT 25 K.V., A.C. TRACTION

FOR CURVED TRACKS 140 TO 185 S.E.
SCALE 1 cm = 500mm
Drg. No. 22.3

SIGNAL CLEARANCE DIAGRAM TO SUIT 25 K.V. TRACTION FOR METRE GAUGE

TANGENT AND FLAT CURVED TRACKS (TENTATIVE)

399

Note
(1) All the dimensions are in mm, unless otherwise shown.
(2) The full outline is applicable to normal standard overhead equipment in
other than overlap spans without allowance for track slewing.
(3) The dotted outline is applicable to overhead equipment in paralleling spans,
insulated as well as uninsulated.
(4) The Diagram is applicable to tracks with small super elevation not exceeding
40mm, the axis of the diagram should be kept normal to track plane while
applying the Diagram to super elevated tracks.
(5) The Diagram is not applicable to (i) Anchor spans (ii) Turnouts (iii) Two
metres on either side of the structure, and (iv) Loco sheds and Inspection Pits.
Drg. No. 22.4

SIGNAL CLEARANCE DIAGRAM TO SUIT 25 K.V. TRACTION FOR METRE

GAUGE SHARP CURVES - (TENTATIVE)
Note :
(1) All the dimensions are in mm.
(2) The full outline is applicable to normal standard overhead equipment in
other than overlap spans without allowance for track slewing.
(3) The dotted outline is applicable to overhead equipment in paralleling spans,
insulated as well as uninsulated.
(4) The Diagram is applicable to curved tracks with super elevation between 40
and 100 mm.
(5) The Diagram is not applicable to (i) Anchor spans (ii) Turnouts (iii) Two
metres on either side of the structure, and (iv) Loco sheds and Inspection Pits.

Drg. No. 22.5

COLOUR LIGHT SIGNAL LEFT HAND OR RIGHT HAND

400

Broad Gauge (Tangent Track)

(4) With the standard signal fittings (Ladder width 600mm & signal unit width
440mm). The C of signal post shall be at 2.844m (9'-4") from the C of track.
(3) If warranted by site conditions settings other than the recommended
rationalised ones may be adopted provided these do not infringe the minimum
settings represented by the full line.

(2) The dotted line represents the recommended rationalised settings of the
OHE structures.

(1) The full line represents the minimum settings of OHE structures.

Drg. No. 22.8

(4) With the standard signal fittings (Ladder width 600mm & signal unit width
440mm). The C of signal post shall be at 2.844m (9'-4") from the C of track.

(3) If warranted by site conditions, settings other than the recommended

rationalised ones may be adopted provided these do not infringe the minimum
settings represented by the full line.

401

(2) The dotted line represents the recommeded rationalised settings of OHE
structures.

(1) The full line represents the minimum settings of the structures.
Drg. No. 22.9

LIST OF CORRECTIONS AND ADDITIONS

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and Page in which correction or Addition has been made
Para Para
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LIST OF CORRECTIONS AND ADDITIONS

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of Memo
Date of Receipt
Signature of Receipient
and Page in which correction or Addition has been made
Para Para
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[FOR OFFICIAL USE ONLY]

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
CONTENTS
CHAPTER I
A. DUTIES OF ASSISTANT ENGINEER
General 101, Essential Duties of Assistant Engineer 102, Knowledge of Rules
and Regulations 103, Coordination with Officials of other Departments 104,
Inspection by Higher Officials 105, Inspection by Assistant Engineer 106,
Execution and Monitoring of Works 107, Control Over Expenditure 108, Water
Supply 109, Land Management 110, Training 111, Witnessing Payments to Staff

403

112, Inspection of Offices and Stores of Inspectors 113, Staff Matters 114,
Relinquishment of Charge 115.
B. DUTIES OF SECTION ENGINEER
(Works)
Duties 116, Knowledge of Rules and Regulations 117, Co-ordination with
Permanent Way, Bridge and other staff 118, Inspections 119, Musters 120,
Execution of Works 121, Measurement of Works 122, Works Affecting Moving
Dimensions 123, Imprest of Tools and Materials 124, Accompanying Important
Inspections 125, Witnessing Payment to Staff 126, Journal of Daily Duties 127,
Establishment 128, Correspondence and Records 129, Relinquishment of Charge
130.
Proforma for submitting Progress Report - Annexure 1.1 (Para 107(b)).
Progress Reports to be submitted by various Units - Annexure 1.2 (Para
107(b)).
CHAPTER II
A. PLANNING AND GENERAL INSTRUCTIONS
Siting of Buildings 201, Planning of Railway Staff Colonies 202, General Design
Requirement of Buildings 203, Water Supply to Stations and Staff Quarters 204,
Scale of Fitments for Water Supply, Sanitation and Drainage 205, Plinth Area for
Various Types of Quarters 206, Basic Amenities in Staff Quarters 207, Type of
Flooring, Wall Surface and Colour of Wood and Steel Work in General 208, Use
of New Materials 209, Colours for Timber Steel-Work and Walls in General 210,
Rest Houses 211, Allotment of .Rest House 212, Railway Institute 213,
Construction of R.M.S. Buildings in Railway Premises 214, Buildings for Railway
Police 215, Construction of Quarters/Barracks for GRP Personnel by the Railway
216, Provision of Chicks and Venetian Blinds 217, Additions and Alterations to
Quarters 218, Block Numbering of Buildings and Structures 219, Building
Registers 220, Transfer of Buildings 221, Responsibilities of Staff Occupying
Quarters 222, Vacant Railway Buildings 223,
B. INSPECTION AND MAINTENANCE OF BUILDINGS
Inspection and Repairs 224, Monitoring of Maintenance 225, Periodical
Maintenance Works 226, Standard Measurement Registers for Buildings 227.
C. INSPECTION OF STRUCTURAL STEEL AND TIMBER WORK
ENGINEER AND SUPERVISORS

BY ASSISTANT

Periodical Inspection 228, Details of Inspection 229, Erection of Steel Work and
Roof Trusses 230, Maintenance of Roads 231, Handing Over of Commissioned
Assets by Construction Organisation to Open Line 232.

404

Guidelines for Selection of Sanitaton System

202(b)).
Revised Scale of Plinth Area
206).
Proforma for Details of Occupancy
220(c)).
Proforma for Inspection Register
223(b)).
Proforma for Petty Repair Book/Complaint Book
224(a)).
Schedule of Colour Washing and Distempering
225(a)).
Guidelines for Leak Proof Flat Roof
226(d)).
Register of Standard Measurement of Buildings
227(a)).
Structural Steel & Timber Work Inspection Register 227(b)).

Annexure 2.1 (Para

Annexure 2.2 (Para
Annexure 2.3 (Para
Annexure 2.4 (Para
Annexure 2.5 (Para
Annexure 2.6 (Para
Annexure 2.7 (Para
Annexure 2.8 (Para
Annexure 2.9 (Para

CHAPTER III
MAINTENANCE OF SANITARAY & HYGIENIC
BUILDINGS, YARDS & RAILWAY COLONIES

CONDITIONS

IN

STATION

Sanitary Arrangements in Stations and Colonies 301, Railway Sanitation

Committees 302, Constitution of Sanitation Committees 303, Record of Minutes
of Meetings 304, Inspection by Sanitation Committees 305, Conservancy Work
306, Sanitary Protection of Installation 307, Precautions against Infectious
Diseases and Disinfection Measures 308, Disinfection of Quarters 309.
CHAPTER IV
PASSENGER AMENITIES, STATIONS AND YARDS
General 401, Categorisation of Stations 402, Minimum Essential Amenities 403,
Recommended level of Amenities 404, Desirable Amenities 405, Allocation of
Expenditure 406, Maintenance of Passenger Amenities 407, Passenger Amenity
Booklets 408, Booking Offices 409, Waiting Halls 410, Platforms 411, Shady
Trees on Platforms 412, Lighting 413, Drinking Water Supply-414, Latrines,
Urinals and Dustbins 415, Platform Covers 416, Foot Over Bridges or Sub-ways
417, Waiting Rooms 418, Signages 419, Vending Trollies/Stalls 420, Retiring
Rooms 421, Other General Items 422, Facilities for Physically Handicapped 423,
Station Name Boards 424, Platform Sign Boards 425, Time Table Boards and
Faire Lists 426, Pictogram 427, Design of Station Complexes 428, Station
Buildings 429, Approach Roads and Circulating Area 430. Categories of Stations
for provision of Passenger Amenities-Annex.4.1 (Para 402(b).
Minimum essential Amenities at each category of Stations
Annexure 4.2 (Para 403).
Scale of Minimum essential Amenities at Stations
Annexure 4.3 (Para 403).
Recommended Amenities
Annexure 4.4 (Para 404).

405

Desirable Amenities
Annexure 4.5 (Para 405).
Passenger Amenities Details
Annexure 4.6 (Para 408).

CHAPTER V
A. WATER SUPPLY
General 501, Preparation of Schemes for New Water Supply/Augmentation of
Existing Water Supply 502, Review of Water Supply Arrangements on the
Railways 503, Data for a Estimating Requirements of Water 504, Capacity of
Source 505;
B. OPEN WELLS
Preliminary Measures for Sinking 506, Determination of Size 507, Improving
Yield in Open Wells 508, Shallow Tube-Wells 509,
C. DEEP TUBE WELLS
Consultation with Geological Department 510, Stages of Work for Sinking 511,
Checking Vertically of Tube-Wells 512, Failure of Wells and the Remedial
Measures 513, Disinfection of Wells 514.
D. IMPOUNDING RESERVOIRS
Governing factors 515, Storage Capacity 516, Cracks in Reservoir Walls 517,
Reservoir Management 518,
E. INFILTRATION GALLERIES AND WELLS
Infiltration Gallery 519, Infiltration Well 520, Radial Collector Wells 521, Intake
Arrangements 522, Water Supply from Outside Sources 523,
F. PUMPS
Types and Selection of Pumps 524, Pump Installation 525, Driving Units 526,
Capacity of Pumping 527, Pump Horse Power 528,
G. AQUEDUCTS AND PIPELINES
Conveyance of Water from Source 529, Pipe Laying Fitting of Valves and Meters
530,
H. WATER TREATMENT
Quality of Water 531, Water Samples for Analysis 532, Method of Treatment
533, Disinfections of Water 534, Residual Chlorine 535,
I. HIGH LEVEL STORAGE

406

Storage Capacity 536, Maintenance and Cleaning of Storage Tanks 537, Float
Gauges and Scouring Sluices 538, Protection Against Pollution 539,
J. DISTRIBUTION OF WATER
Distribution System 540, Layout of Distribution Systems 541, Rising Mains not
to be used for Distribution 542, Separate Supplies for Drinking and Other
Purposes 543, Service Pipes from Mains 544, Residual Pressure 545, Preventive
Maintenance 546, Protection Against Pollution Near Sewer and Drains 547,
Carriage Watering System 548,
K. MAINTENANCE AND OPERATION OF WATER SUPPLY INSTALLATIONS
Engineering Department's Responsibilities 549, Mechanical Department's
Responsibilities 550, Electrical Department's Responsibility 551, Inspections by
Assistant Engineer and Staff 552, Water Supply Plans 553, Water Purification
Works 554.
Check List for Water Supply Scheme- Annexure5.1 (Para
Standards of Quality of Drinking Water - Annexure 5.2 (Para 531).

502).

CHAPTER VI
A. DRAINAGE & SEWERAGE
General 601, Preparation of Schemes of Sewerage 602,
B. WATER-BORNE SEWERAGE
Adherence to Regulations 603, Sewerage Schemes 604, Designing of Sewers
605, Quantity of Sewage 606, Alignment of Sewer 607, Velocity of Flow 608,
Ventilation in Sullage 609, Size of Sewer 610, Storm Water 611, Manholes 612,
Choice of Material for Sewers 613, Laying of Sewer Pipes 614, Sewage Disposal
615, Septic Tanks 616, Aqua Privy Latrines 617, Bio-Latrines 618, Conservation
of Water 619, Recommended Toilet Systems 620,
C. MAINTENANCE OF SEWERAGE AND DRAINAGE
General 621, Sewer Lines 622 Open Sullage Drains 623,Storm Water Drains
624, Disposal Works 625, House Connections 626, Conservancy and Sanitary
Arrangements 627, Maintenance of Sewerage System 628, Periodical Cleaning
of Drainage System 629, Covered Storm water Drains 630, Subsoil Drains 631,
Responsibilities of the Assistant Ennin6grgnd Staff 632
CHAPTER VII
GARDENS & PLANTATIONS, DISPOSAL OF GRASS AND OTHER NATURAL
PRODUCTS
A. GARDENS AND PLANTATIONS

407

Role of Engineering Staff 701, Planning for Plantation 702, Nursery 703,
Planting and Care of Young Trees 704, Maintenance of Gardens in Offices, Rest
Houses and Colonies 705,
B. GARDENS
QUARTERS

IN

OFFICERS'

BUNGALOWS

AND

SENIOR

SUPERVISORS

Maintenance 706, Incidence of Service 707, Provision of Lawns and Hedges in

New Bungalows 708,
C. SALE OF NATURAL PRODUCTS
By Auction or by Tender 709(a), To State Forest Corporations etc. 709(b),
Division of Lots 709(c), Fixing of Reserve Price of Lots710, Auction or Tender
Notices and Agreement 711, Recording & Finalisation of Bids 712, Register of
Sales of Natural Products 713, Licensing of Tanks and Borrow Pits for Pisiculture
714,
D. FELLING OF TREES
Felling of trees obstructing view 715, Felling outside Railway Limits 716, Felling
in Compound of Staff Quarters 717, Felling near Electrical or Telegraph Wires
718, Afforestation on Railway Land by Forest Department 719, Survey of
Surviving Trees 720, Hasrvesting of Matured Trees 721, Maintenance of Private
Parties 722, Training of Staff 723.
CHAPTER VIII
A. ACQUISITION, MANAGEMENT & DISPOSAL OF LAND
General 801, Ownership of Railway Land 802, Acquisition of Land 803,
Relinquishment of Railway Land 804, Outstanding Cases of Acquisition and
Relinquishment of Land 805,
B. LAND RECORDS,
BOUNDARIES

DEMARCATION

AND

VERIFICATION

OF

RAILWAY

Land Records in CE's Office 806, Land Records in Divisional/Executive Engineer's

Office 807, Demarcation of Land Boundaries 808, Boundary Stones 809,
Boundary Pillars on Banks of Rivers 810, Construction of Boundary Wall in Areas
having Habitation 811 (i), Provision of Fencing as a rule 811(ii), Other
Preventive Steps 811(iii), Land Plans 812, Verification of Land Boundaries 813,
Removal of Encroachments 814, Division of Responsibility 815, Railway Land in
Important Metropolitan & Commercial Cities 816, Maintenance of Rights of Way
817, Religious Structures 818.
C. MANAGEMENT OF LAND
Basic Principles 819, Lease and License 820, Utilisation and Development of
Available Land 821, Use of Surplus Land 822, Licensing/Leasing of Railway Land
to other Government Departments 823, Licensing of Railway Land to Welfare
Oraganisations, Private Schools etc. 824, Bulk Oil Installation on Railway Land

408

825, Laying of Oil Pipelines 826, Construction of Government and Private

Buildings near Railway Land 827, Earning from Railway Land and its Monitoring
828.
Proforma for 'Land Boundary Verification Register - Annexure 8.1 (a) (Para
813(d)).
Plan showing Rly. Bounday Stones between Km... To...Annex.8.1(b)(Para
813(d)).
Encroachment Inspection Register-Annexure 8.2 (Para 814(e)).
CHAPTER IX
PREPARATION OF PLANS
General Procedure 901, Plans for Other Departments 902, Sizes of Drawings
903, Titles and Numbering of Drawings 904, Scale of Drawings 905, Details on
Drawing 906, Symbols and Colours on Drawings 907, Standard Drawings 908,
Plans issued by the Chief Engineer's Office 909, Plans in Divisions/Dy. Chief
Engineer's, Assistant Engineer's and Section Engineer's Office 910, Completion
Drawings 911, Care and Filing of Tracing 912.
Borders/Drawing Space as per BIS : SP-46-1988 - Annex.9.1 (Paras 903(c)
&904(a)
Folding of Drawing Sheets - Annexure 9.2(a) (Para 903(d)).
Folding of Drawing Sheets - Annexure 9.2(b) (Para 903(d)).
Abbreviations as per SP 46-1988 - Annexure 9.3 (Para 907(a)).
CHAPTER X
STORAGE AND USE OF EXPLOSIVES
General 1001, Issue of Instructions on Use of Explosives 1002, Observance of
Rules 1003, Carriage of Explosives 1004, Protection to Trains and Railway
Property 1005, Precautions to be observed during Gloating 1006, Misfires with
Electrical Method of Firing 1007, Explosives Disposal 1008, Destruction of
Explosives 1009.
CHAPTER XI
POLICE JURISDICTION AND SECURITY OF RAILWAY MATERIALS
General 1101, Police Jurisdiction 1102, Lodging of Complaints 1103,
Cooperation with Government Railway Police 1104, Cognizable Offences 1105,
Non-Cognizable Offences 1106, Powers of Arrest by Railway Staff 1107,
Warrants against Railway Staff 1108, Action by Railway Staff in cases of
Attempted Sabotage 1109, Answering of Court Summons 1110, Prevention of
Trespass 1111, Disposal of Human Bodies Found Run Over 1112, Disposal of

409

Cattle found dead on the line 1113, Miscellaneous 1114. Proforma for Lodging
FIR - Annexure11.1 (Para 1103).
CHAPTER XII
BOOKS OF REFERENCE
Books of Reference 1201, Circulation of Technical Papers 1202.
List of Books of Reference - Annexure 12.1 (Para 1201).
LIST OF ANNEXUREAnnexure No. Particulars of sketch/proforma Para
reference
Page No.
1.1 Proforma for Submitting Progress Report
107 (b)
9
1.2Progress Reports to be Submitted by Various Units 107 (a)
10
2.1Guidelines for Selection of Sanitation System
202 (b)
33-35
2.2Revised Scale of Plinth Area
206 36-38
2.3Proforma for Details of Occupancy
220 (c)
39
2.4Proforma for Inspection Register
223 (b)
40
2.5Proforma for Petty Repair Books/ Complaint Book 224 (a)
41
2.6Schedule of Colour Washing and Distempering
225 (a)
42-43
2.7Guidelines for leak Proof Flat Roof
226 (d)
44-66
2.8Register of Standard measurements of Buildings
227 (a)
67
2.9The Structural Steel and Timber-work inspection Register 227 (b)
68
4.1Categories of Stations for Provision of Passenger Amenities
402
(b)
85
4.2Minimum Essentials Amenities at Each Category of Stations
403 86
4.3Scale of Minimum Essential Amenities at Stations 403 87
4.4Recommended Amenities 404 88
4.5Desirable Amenities
405 89
4.6Passenger Amenities Details
408 90
5.1Check list for Water Supply Scheme
502 111-113
5.2Standards of Quality of Drinking Water
531 114
8.1 (a) Proforma for Land Boundary Verification Register 813 (d)
159
8.1 (b) Plan Showing Railway Boundary Stones
813 (d)
160
8.2Encroachment Inspection Register
814 (e)
161
9.1Border and Frame detailing of Drawings
903 (c) & 904 (a) 171
9.2Folding of prints for Storing in filing cabinet 903 (d)
172
9.3Abbreviations
907 (a)
174-176
11.1
Proforma for Lodging FIR 1003 189
12.1
List of Books of Reference
1201 191-193

INDIAN RAILWAYS WORKS MANUAL

2000

410

FOREWARD
The procedures and practices in relation to the buildings and structures on
Indian Railways were laid down in the Indian Railways Way and Works Manual
of 1967, which was to be revised into three different Manuals viz. P. Way,
Bridges and Works. While the P. Way and Bridge Manuals in their revised form
were published in 1986 and 1998 respectively, Works Manual is now being
published in the completely updated and revised form. With the modifications in
the functioning related to works as well as due to introduction of new types of
structures, some radical changes
were inescapable. The recent shift in
emphasis on customer care, passenger amenities, commercial exploitation of
railway land and afforestation in the railway premises required provisions in the
Works Manual. Also, new methodologies now available have been included in
the Manual for the benefit of the civil engineers responsible for the construction
and maintenance of railway assets.
It is hoped that procedures and practices laid down in the Manual will be of help
to civil engineers in not only maintaining various buildings and structures with
better standards, economy and safety but also in generating much needed
revenue for Railways.
New
(V.K. Agnihotri)
02-2-2000.
Member Engineering

Delhi,

Railway Board.

EXPLANATORY NOTES
1. Index letters for Codes - The following index letters are used for
distinguishing the several Indian Railway Codes from each other A - Accounts Department
E - Engineering Department
F - Financial Code
G - Administration & Finance - an Introduction
R - Establishment Code
S - Stores Code
T - Traffic Department (Commercial)

411

M - Mechanical Department (workshops)

2. Paragraph Numbers - For convenience of indexing of reference, the
paragraphs have been numbered according to 3 or 4 figures "Code", in which
the last two figures give the number of the paragraph and the remaining figures
the number of the Chapter. Thus paragraph 101 of any code is paragraph I of
Chapter 1 of that code and paragraph 1421, paragraph 21 of Chapter XIV.
3. Reference to paragraphs - Reference to paragraphs of a code is made by
putting the paragraph number, suffixed by the index letter of the code
concerned. Thus 1335-R means paragraph 35 of chapter XIII of the Indian
Railway Establishment Code Volume 1 and 5 Appendix VIII-RI means paragraph
5 of Appendix VIII of the Indian Railway Establishment Code Vol. I.
4. Index to Correction Slips -To facilitate reference to correction slips that have
been issued to the Codes, an up-to-date index of correction slips is published
from time to time showing for each Code the paragraph of rule numbers
affected by correction slips and the numbers of such correction slips. This index
may be pasted inside the cover of each Code.
5. Reference year quoted against various codes and references mentioned in
this Manual are the latest available versions. These may be replaced by the
subsequent versions whenever new versions are issued.

*****

PREFACE
The Indian Railways Way & Works Manual was last published in 1967. On the
recommendation of the Track Standards Committee vide Item No.678 of the
49tr Report, it was decided to split the Manual into three separate parts, viz.
Permanent Way, Bridges and Works. The Permanent Way Manual was published
in 1986 and the Bridge Manual has been published in 1998. With this Manual
now being published, a long standing need has been fulfilled.
The work of revision was first undertaken by a Committee constituted vide
Railway Board's letter No.82/W-1/M-W/2 dated 30.3.87, consisting of Chief
Planning & Design Engineers of five Zonal Railways and Director, IRICEN. The
Committee, however, could do only a part of the job due to retirement of
several Members. However, Railway Board nominated a Select Committee vide
letter No.82/W-1/M-W/2 dated 17.9.92. The revised draft Manual prepared by
the Members of this Select Committee was submitted to the Railway Board and
was circulated to all the Zonal Railways and Construction Organisations for their
comments. After due consideration of the comments and suggestions received
from various Units, the finally revised edition in the present form was prepared
by IRICEN. This includes addition of clauses related to maintenance of roads,

412

handing over assets, felling of trees, management of land, water proofing of

roofs etc.
While revising this Manual, provisions of other Codes and Manuals of Indian
Railways have been taken into account. As far as possible, provisions contained
in existing Codes have not been reproduced or repeated to avoid duplication
leading to differing versions. Chapters on Contracts, Engineering Stores &
Accountal, Control over Expenditure and Deposit Works, which existed in the
earlier Way & Works Manual, are now a part of the Indian Railways Code for
Engineering Department, 1993; hence not included in the present edition. Due
consideration has also been given to codes and standards published by Bureau
of Indian Standards (BIS) and National Building Organisation (NBO).
All efforts have been made to make the instructions comprehensive. However,
the Chief Engineers of Zonal Railways may supplement or elaborate the
practices and procedures contained herein wherever necessary to suit local
conditions on their Railways. Such instructions or orders should not contravene
the extant provisions of national Codes, Rules and guidelines as applicable to
Indian Railways.
Railway Board will be glad to consider any comments- and suggestions from the
Railway Administrations.

(A.K.
(V.K. Bahmani)
OSD (Engineering)
Director Civil Engineering (G)
Railway
Railway Board.

Yog)
Executive
Board.

413