RTM Module-7-1-2018

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INSTITUTE OF RAIL TRANSPORT
IRT-22
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Rail Transport
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& Management
Module
Book-1
7
LEGAL & TECHNICAL ASPECTS OF RAILWAY FUNCTIONING
Unit 1
Signalling - I 1
Unit 2
Signalling - II 33
Unit 3
Interlocking 61
Unit 4
Systems of Train Working 85
Unit 5
Modern Signalling Systems 109
Unit 6
Locomotives 135
Unit 7
Coaches 159
Unit 8
Multiple Units and Other Coaching Vehicles 189
Unit 9
Wagons 205
Course Preparation Team
Content Contributor
Shri Purushottom Guha

Former Principal Executive Director (Coaching)
Railway Board
Ministry of Railways
Smt. Amrit K. Brar

Director (Tourism and Marketing)
IRCTC Ltd.,
Course Writer
Course Contributor/ Revised/Updated
Shri R.C. Sharma Shri Y.K. Tyagi
Additional Member, Asstt. General Manager/
Tele (retd.) SEMU/WC, Dedicated
Railway Board Freight Corridor Corporation
Ministry of Railway of India Ltd, New Delhi
Shri H.L. Suthar

Former Assistant General
Manager (Project) Language Editing Format Editing
Rail Vikas Nigam Ltd. Prof. P.R. Ramanujam Prof. P.R. Ramanujam
New Delhi STRIDE, IGNOU STRIDE, IGNOU
Shri A.C. Bakshi

Former General Manager, Acknowledgements are due to
Institute of Rail Transport Dr. Sanjaya Mishra, STRIDE, IGNOU
Rail Bhavan for his Co-ordination
Copyright with
Institute of Rail Transport, 2018 (Revised Edition)
All rights reserved. No part of this work may be reproduced in any form, by mimeograph
or any other means, without permission in writing from the Institute of Rail Transport.
Further information about the Institute of Rail Transport and its courses can be obtained
from the Institute’s office at 104, NCRPU Building, Shivaji Bridge, Behind Shankar Market,
Near IRWO office, New Delhi - 110 001
Printed and published on behalf of Institute of Rail Transport by Shri Pramod Uniyal,
Executive Director.
Printed at : Allied Traders, 455, Patparganj Industrial Estate, Delhi-92

IRT-22 : RAIL TRANSPORT AND MANAGEMENT
MODULE - 1 : Overview of the Transport Sector
Unit 1 : Historical Developments - I

Unit 2 : Historical Developments - II
Unit 3 : Characteristics & Role of Different Modes of Transport
Unit 4 : Cost Structure of Different Modes of Transport
Unit 5 : Unit Cost in Indian Railways
Unit 6 : Pricing of Transport Services
Unit 7 : Urban Transport - I
Unit 8 : Urban Transport - II
Unit 9 : Organisational Structure of Indian Railways
MODULE - 2 : Rail Operations Management
Unit 1 : Transportation
Unit 2 : Organisation of Operations
Unit 3 : Passenger Operations
Unit 4 : Goods Train Operations
Unit 5 : Recent Developments in Freight Operations
Unit 6 : Operating Statistics
Unit 7 : Rules of Safety in Railway Operations
Unit 8 : Accidents - Relief Measures, Enquiry into Causes
MODULE - 3 : Marketing & Commercial Policy
Unit 1 : Commercial Organisation

Unit 2 : Coaching Traffic
Unit 3 : Reservation, Luggage and Parcel Rules
Unit 4 : Goods Traffic
Unit 5 : Pricing of Rail Transport
Unit 6 : Passenger Amenities
Unit 7 : Compensations/Claims
Unit 8 : Marketing Strategies
MODULE - 4 : Logistics & Supply Chain Management
Unit 1 : Basic Concepts of Supply Chain Management

Unit 2 : Supply Chain Operations : Planning and Sourcing
Unit 3 : Supply Chain Operations : Marketing and Delivering
Unit 4 : Supply Chain Management in Multi-Modal Transport
Unit 5 : ITS in Logistics and Transportation
MODULE - 5 : Costing & Pricing of Rail Transport Services
Unit 1 : Theory, Traffic Costing in Indian Railway System and

International Practices
Unit 2 : Costing of Freight and Coaching Services
Unit 3 : Pricing Concepts and Indian Railways’ Rating Policy
MODULE - 6 : Human Resource Management in Indian Railways
Unit 1 : Management - Concepts and Evolution

Unit 2 : Structure of Organisations and Management Processes
Unit 3 : Management in Future
Unit 4 : Personnel Management Discipline - An Overview
Unit 5 : Employee Relations and Labour Legislation
Unit 6 : Organisational Behaviour
Unit 7 : Management in the Indian Railways
MODULE - 7 : Legal & Technical Aspects of Railway Functioning
Unit 1 : Signalling - I
Unit 2 : Signalling - II
Unit 3 : Interlocking
Unit 4 : Systems of Train Working
Unit 5 : Modern Signalling Systems
Unit 6 : Locomotives
Unit 7 : Coaches
Unit 8 : Multiple Units and Other Coaching Vehicles
Unit 9 : Wagons
Unit 10 : Electricity in Railways
Unit 11 : Train Lighting
Unit 12 : Air-Condition of Coaches
Unit 13 : Electric Traction
Unit 14 : Role of Telecommunication and Basic Infrastructure
Unit 15 : Modern Telecommunication Systems
Unit 16 : Track
Unit 17 : Railways Act 1989
MODULE - 8 : Planning, Financial Management & Investment Policies
Unit 1 : Finances on Indian Railways

Unit 2 : Railways Financial Planning
Unit 3 : Organisation and Function of the Finance & Account
Management of the Railways
Unit 4 : Railways, The Public Accountability and Parliament
Unit 5 : Structure of Railways’ Accounts
Unit 6 : System of Railway Accounting : Classification and
Budgetary Management
Unit 7 : Exercising Budgetary Control, Conducting Review of
Financial Performance, Statistics & Economics Analysis,
Traffic Costing, Management Accountancy Performance
Budgeting and Zero-base Budgeting
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Institute of Rail Transport
Legal & Technical
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Aspects of Railway
Functioning
UNIT-1
Signalling-I
Structure
1.0 Objectives
1.1 Introduction
1.2 Definitions of Terms used in Railway Signalling
1.3 Types of Signals used on Indian Railways
1.3.1 Fixed Signals
1.3.2 Semaphore Signals
1.3.3 Colour Light Signals
1.3.4 Superiority of Colour Light Signals in comparison to semaphore
Signals
1.4 Aspects and Indication of Signals
1.5 Main Signals
1.6 Stop Signals and their Indications
1.6.1 Semaphore type
1.6.2 Colour Light type
1.7 Permissive Signals and their Indications
1.7.1 Semaphore type
1.7.2 Colour Light type
1.8 Let Us Sum Up
1.9 Signals for reception
1.10 Check Your Progress : The Key
Unit End Questions
1
1.0 OBJECTIVES
After working through this Unit, you should be able to:
(i) Define the important Technical Terms used in Railway Signalling.

(ii) List out the types of Signals used on Indian Railways.
(iii) Distinguish between the different kinds of Main Signals.
(iv) Compare the superiority of Colour Light Signals over Semaphore ones.
1.1 INTRODUCTION
In the early days of railway operation, there was seldom need for more than
one train to operate on a section of track at any given time. As traffic increased,
it became necessary to operate trains in both directions over single track. The
purpose of signalling and interlocking is primarily to control and regulate the
movement of trains safely and efficiently. Signalling includes operations and
interlocking of signals, points, block instruments, and other allied equipment in
a predetermined manner for the safe and efficient running of trains. Signalling
enables the movement of trains to be controlled in such a way that the existing
tracks are utilized to the maximum.
Signalling is a form of communication between two parties who cannot

communicate with each other either orally or in the written form. We are all
familiar with the roadside Signals that a policeman uses to regulate the Road
traffic. The show of Hands or the exhibition of Red, Yellow or Green lights at a
Road crossing Signal post are the Signals that he employs to tell the Driver of the
Road vehicle to Stop, exercise Caution or Proceed.
In Railway Operation, such communication becomes necessary between the

Driver and the Staff who control ground equipment like the Points at a Station
Level Crossing Gates etc. Signals become the link between the Driver and
ground Staff to indicate correct setting of Points and Route and closing of Level
Crossing Gates against the Road traffic. Station Staff is required to set the Route
and Signal to the Driver of a Train to start from a Station or enter into a Station
from the Block section, as the case may be. The Gateman in charge of a Level
Crossing Gate is required to be always attentive, close the Level Crossing Gate
in the event of passing of a Train at a Gate and thereafter give an all-right Signal
to the Driver indicating that Gate has been closed properly and locked against
the Road traffic. In case, the Gate is open for Road traffic, the Driver is to be
signalled to stop short of Level Crossing Gate. In all the above situations, the
most convenient form of communication between the Driver and ground Staff
is through Signals rather than through Oral or Written methods, though Written
communications as also Oral ones are also used at times to convey the requisite
information to the Driver.
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In the subsequent Sections of this Unit, we shall define some important Terms
used in Railway Signalling and then discuss the types of Signals in use on Indian
Railways.
OBJECTIVES OF SIGNALLING
The objectives of signalling are as follows:
– To regulate the movement of trains so that they run safely at maximum

permissible speeds
– To maintain a safe distance between trains those are running on the same
line in the same direction
– To ensure the safety of two or more trains that has to cross or approach
each other
– To provide facilities for safe and efficient shunting To regulate the arrival
and departure of trains from the station yard
– To ensure the safety of the train at level crossings when the train is
required to cross the path of road vehicles
1.2 DEFINITIONS OF TERMS USED

IN RAILWAY SIGNALLING
SIGNAL: Signal is a medium to convey a particular predetermined meaning in
non-verbal form.
STATION:
Means any place on a Line of Railway at which traffic is dealt with, or at which an
Authority to Proceed is given under the System of Working.
Stations where an ‘Authority to Proceed’ is needed to be granted to a Train are

called Block Stations.
Non-Block or Flag Stations are those where traffic (Passenger or Goods) is

handled, may be by way of booking but from where no ‘Authority to Proceed’ is
needed to be granted.
Block Cabins or Intermediated Block Huts (IBHs) also come under the generic
definition of the Station as ‘Authority to Proceed’ is necessarily given at these
Operating Points.
STATION LIMITS:
Means the portion of a Railway which is under the Control of a Station Master
and is situated between the outermost Signals of the Station or as may be
specified by Special Instructions.
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On Double Line, Station Limits will be separate for each direction.
STATION MASTER:
Means the person on duty who is for the time being responsible for the working
of the traffic within the Station Limits and includes any person who is for the time
being in independent charge of the working of any Signals and responsible for
the working of Trains under the System of Working in force.
Important points to be noted in the definition are:
(i) Station Master is the Overall Incharge of the Station and controls the
Reception & Dispatch of Trains in to and out of the Station. He may be
assisted by Assistant Station Masters / Cabinmen / Porters, depending
upon the workload and types of operating facilities provided at the Station.
(ii) Jurisdiction is within Station Limits.
SYSTEM OF WORKING:
Means the System adopted for the time being for the working of Trains on any
portion of a Railway.
On Indian Railways, mostly Absolute Block System of working is in use. Under

this System, no Train is allowed to leave a Block Station unless Line Clear has
been obtained from the Block Station in advance.
Suburban sections have Automatic Block System of working wherein conditions

for a Signal to assume ‘OFF’ Aspect and thus authorise entry of a
Train into a Signalling section are checked automatically (by means of Track
Circuits or Axle Counters). In Automatic Block System also there are semi-
Automatic and Manual Signals, which have an element of manual control like
authorising of movement over Points or Control of traffic over Level Crossings
etc.
BLOCK WORKING:
Trains are to be adequately spaced apart to prevent collision between trains

running in the same direction and prevent trains entering on the same track from
the opposite direction. This is achieved by block working between stations.
TRAIN:
Means an Engine with or without vehicle attached or any self-propelled vehicle

with or without a Trailer, which cannot be readily lifted off the track.
BLOCK SECTION:
Means that portion of the Running Line between two Block Stations on to which
no Running Train may enter until Line Clear has been received from the
Block Station at the other end of the Block Section.
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Sanctity of Block Section is very important in Train Operations. Under the
Absolute Block System of Working, only one Train can be allowed to remain in
a Block Section at a time. During the course of Shunting, if Block Section is to
be necessarily infringed, operations of ‘Block Back’ or ‘Block Forward’ are to be
undergone prior to affecting such infringement.
Portion of the Station Limits, left out of Block Section is called Station
Section.
AUTHORITY TO PROCEED:
Means the Authority given to the Driver of a Train, under the System of
Working, to enter the Block Section with his Train,
LINE CLEAR:
Means the permission given from a Block Station to a Block Station in rear for a
Train to leave the latter and approach the former; or the permission obtained by a
Block Station from a Block Station in Advance for a Train to leave the former and
proceed towards the latter.
FACING AND TRAILING POINTS:
Points are Facing or Trailing in accordance with the direction a Train or vehicle
moves over them. Points are said to be Facing Points when by their Operation
a Train approaching them can be directly diverted from the line upon which it is
running.
FOULING MARK: means the marks at which the infringement of fixed

standard dimensions occurs, which two lines cross or join one another.
LEVEL CROSSING GATE:
Level Crossing means the intersection of Road with Railway track at the same
level.
Level Crossing Gate means any form of movable Barrier, including a Chain
capable of being closed across the Road at the Level Crossing, but does not
include a Wicket or a Turnstile for the use of Pedestrians.
LINE CAPACITY: means the maximum number of trains that can be run on
any given section during a calendar day of 24 hours.
INTERLOCKING:
Means an arrangement of Signals, Points and other Appliances, operated from a

Panel or Level Frame, so interconnected by Mechanical Locking or
Electrical Locking or Electronic Locking or any combination of these Lockings

that their Operation must take place in proper sequence to ensure Safety.
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POINTS AND TRAP INDICATORS:
Are not Signals, but are Appliances fitted to and working with Points to indicate
by day and by night the position in which the Points and Trap Points are set.
RUNNING LINE:
Means the line governed by one or more Signals and includes connections, if
any, used by a Train when entering or leaving a Station or when passing through
a Station or between Stations.
SHUNTING:
Means the movement of a vehicle or vehicles with or without an Engine or of

any Engine or any other self-propelled Vehicle, for the purpose of attaching,
detaching or transfer or for any other purpose.
MAIN LINE:
Means the Line ordinarily used for running Trains through and between Stations.
ADEQUATE DISTANCE:
Means the Distance sufficient to ensure Safety. Common term used for
‘Adequate Distance’ in a Signalling System is called the ‘Overlap’.
TRACK CIRCUIT:
Means an Electrical / Electronic Circuit provided to Detect the presence of a

Vehicle on a portion of track, the rails of the track forming part of the Circuit.
TRAIN DETECTION:
Train circuits can detect the presence of a train on a portion of track or axle
counters and this information is used for controlling the signal, which in turn
controls the train movements.
AXLE COUNTERS
are also used to detect the presence of a Vehicle on a portion of track. It is a

Device, which when provided at two given points on the track, proves by counting
Axles in and Axles out whether the section of track between the said two points is
Clear or Occupied.
ISOLATION:
The ‘Isolation’ denotes the condition in which a line for a particular movement
is separated from all adjoining lines connected to it in such a manner that the
Isolated Line cannot be fouled or interfered with by any movement taking place
on the adjoining lines.
SPECIAL INSTRUCTIONS:
6
Means Instructions issued from time to time by the Authorised Officer in respect
to particular cases or circumstances.
SUBSIDIARY RULE:
means a special instruction, which is subservient to the General Rule to which it

relates and shall not be at variance with any General Rule.
Check Your Progress 1 : Note:

(a) Please do not proceed until you have answered the following
Questions.
(b) Write Your Answers in the space given below.
(c) Check your Answers with the ones given at the end of this Unit.
1. What is Signalling? & Why is it necessary for Railways?
Distinguish between:
2. Block and non-Block Stations.
3. Block Section & Station Section.
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4. Facing & Trailing Points.
5. Absolute Block System & Automatic Block System.
1.3 TYPE OF SIGNALS USED

ON INDIAN RAILWAYS
Classification of signals based on different characteristics
Characteristics Basis oclassification Examples
Operational Communiction of message in Fixedsignals
visual form
Functional Signaling the loco pilot to stop, Stop signals, permissive Signals,
move cautiously, proceed, or shunt signals
carry out shunting operations
Locational Reception or departure Reception: Outer, home, Departure:
signals Starter, and advanced starter signals
Constructional Semaphore or colour light Semaphore: Lower quadrant or
signals upper quadrant. Colour light: Two
aspects or multiple aspects.
Special Meant for special purposes Calling-on signals, repeater signals,
characteristics
SIGNAL
Signals used on Indian Railways are classified in following four categories:
(i) Fixed Signals.
8
(ii) Hand Signals.
(iii) Detonating Signals.
(iv) Flare Signals.
Signals required at Stations
Classification of Minimum requirement

Remarks
station of signals
Warner, home and An outer signal can be provided after
A class
starter obtaining special permission
In multiple-aspect upper quadrant
B class Outer and home (MAUQ) areas, distant home and
outer signals are provided
In MAUQ areas, the warner signal is
C class Warner and home
replaced by a distant signal
1.3.1 Fixed Signals

Fixed Signals are the Signals located at fixed locations. These Signals are
usually installed at an Adequate Distance in rear of the fixed installation such
as Point, Level Crossing, usual Stopping Location of Train etc., whose safe
condition has to be ensured before the Fixed Signal protecting this Installation
can be switched to and assume ‘OFF’ position to convey to the Driver Aspect for
‘Proceed’. Fixed Signals are of three types - Semaphore, Disc and Colour Light
and can be further categorised in two distinct categories of Main Signals and
Subsidiary Signals.
1.3.2 Semaphore Signals

A Semaphore Signal consists of a moving Arm on a fixed post. This Semaphore
Arm may operate in any of the four quadrants of a circle but since the left hand
route of the Road is generally followed on the Indian Railways, only left hand two
Quadrants are used in Semaphore Signalling. Accordingly, there are two kinds of
Semaphore Signals. Signals operating in Lower Quadrant of the circle are known
as Lower Quadrant (LQ) Signals and Signals operating in Upper Quadrant
of the circle as Upper Quadrant (UQ) Signals. In case of Lower Quadrant
Signalling, only two positions of the Arm can be used for Signalling viz. the
Horizontal position and the Inclined position to 450 below the Horizontal. In case
of Upper Quadrant Signalling, three positions of the Arm are possible i.e. (a) the
Horizontal position, (b) position of the Arm as raised to an angle of 450 above the
Horizontal position and (c) the Arm raised to 900 above the Horizontal position.
The Upper Quadrant Signalling, thus, provides for three distinctly possible
Aspects. This Signalling, therefore, has become to be known as Multiple Aspect
Upper Quadrant (MAUQ) Signalling. Since only two distinct Aspects are only
possible in Lower Quadrant Signalling, the third possible one being at 90o below
Horizontal coming just in front of the Signal post, this mode of Signalling has
become to be known as Two Aspect Lower Quadrant (2- ALQ) Signalling.
9
In Two Aspect Signalling, we can tell the Driver either to ‘Stop’ or to ‘Proceed’
but we cannot direct him as to how fast he should proceed. In Multi Aspect
Signalling, third dimension of ‘Attention’ is possible to be added in the Scheme
of Signalling which together with other Aspects can facilitate
Table Aspects and indications of stop signal in MAUQ signaling

Aspect of Position of Colour during
Position Indication
signal arm night
1. ON-Stop Horizontal Red Stop dead
Proceed with
45° above caution and be
2. OFF-Caution Yellow
Horizontal prepared to stop at
next signal
Proceed at
90° above
3. OFF-Proceed Green maximum permitted
Horizontal
speed
the Driver in a better decision making with regard to controlling the running of his
Train on the section. Figure 7.1 provides details with regard to the Quadrants of
Operation of LQ & UQ Semaphore Signals.
Figure 7.1 :Semaphore Signals & Quadrants of their Operation
10
Aspects of Semaphore Signals are not the same by Day and Night. Daytime
Aspects are conveyed through the position of the Signal Arm and Nighttime
Aspects through the colour of lights displayed by these Signals. When conditions
of visibility are poor, such as during foggy or cloudy weather, the night Aspects of
Semaphore Signals pose acute visibility problems to the Drivers.
1.3.3 Colour Light Signals

Colour Light Signals give the Indications by electric lights both by Day and
Night. Aspects of these Signals are, therefore, the same by Day and Night.
Use of special type of lenses and focusing mechanism enables electric lights
to be seen distinctly from a long distance even in brightest sunlight. Colour
Light Signals usually consists of three or four lights fixed in a vertical row, one
above the other, on a post sufficiently high to throw a horizontal powerful beam
of light in line with the eyes of the Driver. Colour indication provided are ‘RED’
for ‘STOP’, ‘YELLOW’ for ‘CAUTION’ and ‘GREEN’ for ‘PROCEED’. When four
Aspect Colour Light Signals are used, a fourth Aspect i.e. ‘DOUBLE YELLOW’ to
indicate ‘ATTENTION’ is added. Colour Light Signals have several advantages
over Semaphore Signals, the most important being the ‘Good Visibility’ from the
Driver’s point of view.
1.3.4 Superiority of Colour Light Signals in

Comparison to Semaphore Signals
Colour Light Signals are far Superior to Semaphore Signals in following respects:
(i) Clarity of Aspects : Aspects of Colour Light Signals are the same by
Day and Night, thereby causing no confusion at all in the mind of the
Driver. There is always clarity in understanding the Intelligence conveyed
by various Aspects.
(ii) Good Visibility : When conditions of Visibility are poor, such as during
foggy / cloudy / adverse weather conditions, Aspects of Semaphore
Signals pose acute Visibility problems to the Drivers. On the other
hand, use of special type of lenses and focusing mechanism enables
electric lights to be seen distinctly from a long distance. Powerful and
penetrating lights of Colour Light Signals, also provide good visibility and
ensure better identification of Signal Aspects, even under bright sunlight
conditions.
(iii) Better Signalling for safety : Sighting Distance (SD) required of Colour
Light Signals in Multi-Aspect Signalling is practically Zero due to the fact
that Aspect Control Charts are designed in a way that Normal Braking
Distance (NBD) is always available to the Driver between Yellow ‘Y’ and
Red ‘R’ Aspects. Drivers can thus react to the Aspect of Signal, even at
the foot of the Signal post. From Safety point of view, thus, MACLS is a
better Signalling.
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(iv) Better Speed Signalling: From Speed point of view, MACLS is a better
Signalling for the Driver as he is always pre-warned for the Aspect
of Signal located in advance. This facilitates better Speed control of
the Train in such a manner that unnecessary speed reductions are
eliminated. Result is increased Line Capacity obtainable on the section.
(v) Enhanced Confidence level of the Drivers: Signals are positioned at
Driver’s eye level, reinforcing the confidence level of the Driver, while on
run.
(vi) Not Susceptible to Miscreant Activities: Semaphore Signals
are mechanically operated though Lever Frames and Signal Wire
Transmission. Wire Lead-out and Transmission in the Yard is always
susceptible to Outside Interference as also to Miscreant Activities.
Colour Light Signals are, on the other hand, electrically operated through
Signalling Cables, buried underground.
(vii) Colour Light Signals are free from usual problems of Semaphore
Signals like ‘Drooping’ / ‘Cocking’ of Signals, necessity of periodical wire
adjustments and wear & tear of moving parts etc.
(viii) Area of the Coverage in respect of Operation of Colour Light Signals
is much larger than that available for Semaphore Signalling System.
Slotting requirements, in the case of Operation of Colour Light Signals,
gets thus reduced to a large extent. In fact, even a very large Yard can be
Controlled and Operated from one Centralised Control Panel. Reduced
Slotting requirements, in addition, enhance the Safety in Train Operation.
(ix) Simplicity: Installation and Maintenance of MACLS System is far easier
and simpler than that of a Mechanical Semaphore Signalling system.

Questions.
(c) Check your Answers with the one given at the end of this Unit.
1. Enumerate three main reasons, which establish superiority of Colour
Light Signals over Semaphore type Signals.
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2. Semaphore Signals & Colour Light Signals.
3. Lower Quadrant & Upper Quadrant Signals.
1.4 ASPECTS AND INDICATIONS OF SIGNALS

Physical Appearance of a Signal is defined as the ‘Aspect’ of the Signal while the
meaning or the Intelligence conveyed by the Signal to the Driver is defined as the
‘Indication’ of the Signal. For example, ‘Red Light’ on a Signal is the ‘Aspect’ of
the Signal. It conveys to the Driver to Stop, short of this Signal. This ‘Stop Dead’
is the Indication of this Signal at this instant of time.
Lower Quadrant Signals can give only two Aspects and hence two Indications.
Upper Quadrant Signals can provide for three Aspects and thus three Indications.
Colour Light Signals can cater for four Aspects and thus four different Indications
can be communicated to the Driver in this type of Signalling. Aspects and
Indications of different types of Signals have been dealt with in details in
subsequent Sections (1.6 & 1.7).
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1.5 MAIN SIGNALS
Main Signals control the main or running movement of the Trains. Main Signals
can be classified into Stop Signals and Permissive Signals.
STOP Signals at a Station can be further classified in to Reception Signals and

Despatch Signals. Reception Signals govern the Reception of a Train in to a
Station and Despatch Signals govern the Despatch of a Train from one Station
to another. Outer, Warner, Home, Routing Home and Distant Signals fall in the
category of Reception Signals. Starters, Intermediate Starters and Advanced
Starter Signals fall in the category of Despatch Signals.
Permissive Signals do not have STOP Aspect. Hence a Driver need not stop
at a ‘Permissive’ Signal, even though it may be at ‘ON’ position. These Signals
assist the Driver in knowing the Aspect of the Signal ahead or warn him about
the condition of the Block Section ahead. ‘Warner’ Signal is a Permissive Signal
in 2-Aspect Signalling Territory and ‘Distant’ Signal in Multi Aspect Signalling
Territory.

(a) Please do not proceed until you have answered the following Questions.
1. Stop Signal and Permissive Signal.
2. Aspects and Indications of a Signal.
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1.6 STOP SIGNALS AND THEIR INDICATIONS
‘ON’ Aspect of STOP SIGNALs indicates to the Driver to ‘STOP DEAD’ short of
the Signal, hence the Nomenclature.
1.6.1 Semaphore Type

(A) LQ Signalling Territories
(i) A Semaphore Stop Signal has a square ended Arm. Arm is painted
‘RED’, has a square ended small White Band near the edge of the
Arm.
(ii) Position of the Arm provides for the Aspect of the Signal in day time.
Night Aspects are given by the Colour of the Light, fixed behind the
spectacle of the Signal.
(iii) Aspects and Indications of a Semaphore ‘STOP’ Signal working in
the Lower Quadrant territory are shown in Box ‘1’:
Box ‘1’:
Position ‘ON’ ‘OFF’
Day:
Aspect: Arm Horizontal. Arm inclined
45o to 60o in LQ.
Indication: Stop Dead. Proceed.
Night:
Aspect: Red Light. Green Light.
Indication: Stop Dead. Proceed.
Figure 7.2 shows Aspects and Indications of a Semaphore Stop Signal in 2-

Aspect LQ Signalling Territory.
‘ON’ Position ‘OFF ’ Position
Aspect : Stop. Aspect : Proceed.

Indication : Stop Dead. Indication : Proceed.
Figure 7.2: Semaphore Stop Signal in 2-Aspect I.Q Signalling Territory
15
(B) UQ Signalling Territories
(i) A Semaphore Stop Signal has a square ended Arm. Arm is painted
‘RED’, has a square ended small White Band near the edge of the
Arm.
(ii) Position of the Arm provides for the Aspect of the Signal in day time.
Night Aspects are given by the Colour of the Light, fixed behind the
spectacle of the Signal.
(iii) Aspects and Indications of a Semaphore ‘Stop’ Signal working in the
Upper Quadrant Signalling territory are shown in Box ‘2’:
Box ‘2’:

Day:
Aspect: Arm Horizontal. Arm inclined to Arm inclined to
45o in UQ. 90o in UQ.
Indication: Stop: Stop Dead. Caution: Be Proceed:
prepared to stop at the Proceed at maximum
next stop signal. permissible speed.
Night:
Aspect: Red Light. Yellow Light. Green Light.
Indication: Stop: Stop Dead. Caution: Be Proceed:
prepared to stop at the Proceed at maximum
next stop signal permissible speed.
Figure 7.3 shows Aspects and Indications of a Semaphore Stop Signal in

Multiple Aspect UQ Signalling Territory.
‘OFF’ Position
‘ON’ Position
Aspect : Stop.
Aspect : Caution. Indication :
Indication : Stop Dead.
Proceed and be prepared to Aspect : Proceed
Stop at next Stop Signal Indication : Proceed
Figure 7.3: Semaphore Stop Signal in Multiple Aspect UQ Signalling Territory
16
1.6.2 Colour Light Type
(i) Colour Light Signals give Indications by Electric Lights, both by day
and night. The Colour Aspects provided are ‘Red’, ‘Yellow’ and ‘Green’.
Colour Light Signals usually consists of two, three or four Units, fixed in a
vertical row one above the other. The order of the Units is ‘Red’, ‘Yellow’
and ‘Green’ in case of a 3-Aspect Signal and ‘Red’, ‘Yellow’, ‘Green’ and
‘Yellow’ in case of a 4-Aspect Signal.
(ii) Following four different Aspects are possible with three distinctly coloured
Lights - ‘Red’, ‘Yellow’ and ‘Green’:
RED Stop: Do not proceed.

YELLOW Caution: Proceed and be prepared to stop at the next Stop Signal.
DOUBLE Attention: Proceed and be prepared to pass the next Signal at
YELLOW Caution i.e. at reduced speed.
GREEN Proceed: Proceed at maximum permissible speed.
(iii) Aspects and Indications of a Colour Light Stop Signal in Three Aspect
Signalling territories are shown in Box ‘3’:
Box ‘3’:
Aspect: Red Yellow Green
Indication: Stop Caution Proceed
Figure 7.4 shows Aspects and Indications of a Colour Light Stop Signal in
3-Aspect Signalling Territory.
‘ON’ Position ‘OFF’ Position
Aspect : Stop. Aspect : Caution. Aspect : Proceed

Indication : Stop Dead. Indication : Proceed and be Indication : Proceed
prepared to Stop at next
Stop Signal
Figure 7.4: Colour Light Stop Signal in Multiple (Three) Aspect Signalling Territory
17
(iv) Aspects and Indications of a Colour Light Stop Signal in Four Aspect
Signalling territories are shown in Box ‘4’
Box ‘4’:
Aspect: Red Yellow Double Yellow Green
Indication: Stop Caution Attention Proceed
Figure 7.5 shows Aspects & Indications of a Colour Light Stop Signal in 4-Aspect
Signalling Territory.
Aspect : Stop Aspect : Caution Aspect : Attention Aspect : Proceed

Indication : Stop Indication : Proceed Indication : Proceed and Indication: Proceed
Dead and be prepared to be prepared to pass next
Stop at the next Stop Signal at Caution at such
Signal restricted speed as may
be prescribed by Special
Instructions
Figure 7.5: Colour Light Signal in Multiple (Four) Aspect Signalling Territory

Choose the correct Answer:
1. The Colour of the Stop Signal Arm in MAUQ Signalling Territory is:
(a) Red (b) Yellow (c) White
2. The ‘ON’ Aspect of Semaphore Stop Signal, by Night is:
(a) Red Light (b) White Light
(c) Yellow Light (d) No Light
3. The ‘OFF’ Aspect of a 3- Aspect Colour Light Stop Signal could be:
(a) Red (b) Yellow
(c) Double Yellow (d) Green
18
1.7 PERMISSIVE SIGNALS AND
THEIR INDICATIONS
Permissive Signals do not exhibit STOP Aspect. Hence, a Driver need not stop
at a ‘Permissive’ Signal, even though it may be at ‘ON’ position. These Signals
assist the Driver in knowing the Aspect of the Signal ahead or warn him about the
condition of the Block Section ahead.
1.7.1 Semaphore Type

(A) LQ Signalling Territories
(i) Permissive Signal in LQ Signalling territories is called the ‘WARNER’
Signal.
(ii) A Semaphore ‘Warner’ Signal has a fish-tailed Arm. Arm is painted
‘Red’, has a White fish-tailed small Band near the edge of the Arm.
(iii) A Warner Signal is intended to warn a Driver:
(a) Of the condition of the Block section ahead, or
(b) That he is approaching a Stop Signal
(iv) A Warner Signal may be placed either:
(a) On a post by itself with a fixed ‘Green’ Light 1.5 to 2 metres
above it by night, or
(b) On the same post below First Stop Signal (FSS) or the Last
Stop Signal (LSS).
(v) Warner Signal, when placed below the Stop Signal, as mentioned
in (iv) (b) above, the variable Light of the Stop Signal shall take
the place of the fixed ‘Green’ Light of the ‘Warner’ Signal and the
mechanical arrangement shall be such that the ‘Warner’ Signal
can not be taken ‘OFF’ unless the Stop Signal above is taken
‘OFF’. Following three positions are possible to be displayed in this
combination:
(a) Stop Signal ‘ON’ and Warner Signal ‘ON’.
(b) Stop Signal ‘OFF’ and Warner Signal ‘ON’.
(c) Stop Signal ‘OFF’ and Warner Signal ‘OFF’.
The fourth position of Stop Signal being ‘ON’ and Warner being
‘OFF’ is prohibited by design and interlocking arrangement as it
communicates a conflicting Indication to the Driver.
(vi) The Aspects and Indications of a Semaphore Warner Signal are
shown in Box ‘5’:
19
Box ‘5’:
Case-I: Warner Signal provided on a post by itself:
Day:
Aspect: Arm horizontal Arm inclined 45o to 60o= in LQ.
Indication: Caution: Proceed with Proceed: Proceed at
Caution and be prepared to stop at the maximum permissible speed.
next Stop Signal.
Night:
Aspect: Green Light over Red Light. Green Light Over Green Light.
Indication: Caution: Proceed with Proceed: Proceed at maximum
Caution and be prepared to stop at the permissible speed.
next Stop signal.
Figure 7.6 shows Aspects & Indications of a Semaphore Warner Signal, on a

Post by itself, in 2-Aspect Signalling Territory.
Case-II: Warner Signal provided below a Stop signal:

Aspect : Proceed with Caution Aspect : Proceed

Indication : Proceed with Caution Indication : Proceed
and be Prepared to Stop at the
next Stop Signal
Figure 7.6: Semaphore Warner Signal in 2-Aspect Signalling
Territory on a Post by itself.
Box ‘6’:
P osition ‘O N’ ‘O FF’
Day:
Aspect: Arms of Stop Arm of Stop Arm of both
and W arner signal inclined 45 o to 60 o S top and W arner S
S ignals both in LQ and Arm of W arner ignals inclined 45 o to
horizontal. S ignal horizontal. 60 o in LQ .
20
P osition ‘O N’ ‘O FF’
Indication: Stop: Stop Caution: P roceed:
Dead. P roceed with P roceed at maximum
Caution. perm issible speed.
Night:
Aspect: Red Light G reen Light over Red G reen Light over G
over Red Light. reen Light.
Light.
Indication: Stop: Stop Caution: P roceed with P roceed: P roceed at
Dead. Caution. maximum perm issible
speed.
Figure 7.7 shows Aspects & Indications of a Semaphore Warner Signal, located
below a Stop Signal, in 2-Aspect Signalling Territory.
Aspect : Stop Aspect : Proceed with Caution Aspect : Proceed

Indication : Stop Dead Indication : Proceed with Indication : Proceed
Caution and be Prepared to
Stop at the next Stop Signal
Figure 7.7: Semaphore Warner Signal in 2-Aspect Signalling
Territory below a Stop Signal
(vii) A Warner Signal, on a post by itself, shall be located at an adequate

distance in rear of the Stop Signal, the Aspect of which it pre-warns.
(viii) A Warner Signal can be an un-worked Signal also.
(B) UQ Signalling Territories
(i) Permissive Signal in UQ Signalling Territories is called the ‘DISTANT’
Signal.
(ii) A Semaphore ‘DISTANT’ Signal has a fish-tailed Arm. The Arm is
painted ‘Yellow’, has a Black fish-tailed small Band near the edge of
the Arm.
(iii) The Aspects and Indications of a Semaphore ‘DISTANT’ Signal
working in the UQ Signalling Territories are shown in Box ‘7’:
21
Box ‘7’:
Day:
Aspect: Arm horizontal. Arm inclined Arm inclined 90o
45o in UQ. in UQ.
Indications: Caution: Attention: Proceed:
Proceed with Caution Proceed and be Proceed at maximum
and be prepared to prepared to pass the permissible speed.
stop at the next stop next Signal
Signal. at Caution.
Night:
Aspect: Yellow Light Two yellow Green light.
lights spaced vertically
one above the other
and 1.5 ‘m’ apart.
Indication: Caution: Proceed Attention: Proceed Proceed: Proceed at
with Caution and be and be prepared to maximum permissible
prepared to stop at pass the next Signal speed.
the next Stop Signal. at Caution.
Figure 7.8 shows Aspects and Indications of a Semaphore Distant Signal in

Multiple Aspect UQ Signalling Territory.
‘OFF’ Position
‘ON’ Position
Aspect : Caution Aspect : Attention Aspect : Proceed

Indication : Proceed and Indication : Proceed and be Indication: Proceed
be prepared to Stop at prepared to pass next Signal at
the next Stop Signal Caution at such restricted speed
as may be prescribed by Special
Instructions.
Figure 7.8: Semaphore Distant Signal in Multi-Aspect UQ Signalling Territory
22
(iv) A DISTANT Signal shall be located at an adequate distance in rear of
the Stop Signal, the aspect of which it pre-warns.
1.7.2 Colour Light Type

Table : Indications of colored light signals
Colour of signal Interpretation
Red Stop dead
Yellow Pass the signal cautiously and be prepared to stop at the next
signal
Two yellow lights Pass the signal at full speed but be prepared to pass the next
displayed together signal, which is likely to be yellow, at a cautious
speed
Green Pass the signal at full permissive speed
(i) Colour Light type Permissive Signal in Multi Aspect Signalling territories
is called a ‘DISTANT’ Signal. Aspects and indications of a Colour Light
‘Distant’ Signal are shown in Box ‘8’:
Box ‘8’:
Aspect: Yellow Light Two yellow lights spaced Green Light.
vertically one above the
other and 1.5 ‘m’ apart.
Indication: Caution: Attention: Proceed:
Proceed with Caution Proceed and be prepared Proceed at maximum
and be prepared to stop to pass the next Signal permissible speed.
at the next Stop Signal. at Caution.
Figure 7.9 shows Aspects & Indications of a Colour Light Distant Signal in
Multiple Aspect Signalling Territory.
Aspect : Caution Indication : Aspect : Attention Aspect : Proceed

Proceed and be prepared to Indication : Proceed and be prepared Indication: Proceed
Stop at the next Stop Signal to pass next Signal at Caution at such
restricted speed as may be prescribed
by Special Instructions.
Figure 7.9: Colour Light Distant Signal in Multiple Aspect Signalling Territory
23
Figure 7.10 shows the Photographs of a Semaphore Signal and a Multi Aspect
Colour Light Signal with a Route Indicator in a real life situation.
Semaphore type LQ Stop A Multi Aspect Colour Lights

Signals- Home & Starters Signal with Route Indicator
Figure 7.10 LQ Semaphore Type & Multi Aspect Colour
Light Type Signals

Questions.
Choose the Correct Answer:
1. When Green Aspect is displayed below red on the same Post in 2-Aspect
Signalling Territory, it could be:
(a) Warner on a separate Post.
(b) Warner below the Outer.
(c) Warner below Home.
(d) None of the above.
2. A Permissive Signal is designated as Distant Signal in:
(a) MAUQ Signalling Territory.
(b) MLQ Signalling Territory.
(c) MACLS Signalling Territory.
(d) (a), (b) & (c) above.
(e) None of the above.
24
3. The Colour of the Permissive Signal Arm in MAUQ Signalling Territory is:
(a) Red.
(b) Yellow.
(c) White.
4. The ‘ON’ Aspect of Semaphore Permissive Signal in MAUQ Signalling
Territories, by Night is:
(a) Red Light.
(b) White Light.
(c) Yellow Light.
(d) No Light.
5. The ‘OFF’ Aspect of a Colour Light Permissive Signal could be: (a) Red.
(b) Yellow.
(c) Double Yellow.
(d) Green.
1.8 LET US SUM UP

Signalling is a form of communication between two parties who cannot
communicate with each other either orally or in the written form. In Railway
Operation, such communication becomes necessary between the Driver and
the Staff who control ground equipment like the Points at a Station and Level
Crossing Gates etc. Signals become the link between the Driver & ground Staff
to indicate correct setting of Points and Route and closing of Level Crossing
Gates against the Road traffic.
Signals used on Indian Railways are classified in four categories of Fixed

Signals, Hand Signals, Detonating Signals and Flare Signals.
Fixed Signals are the Signals located at fixed locations. These Signals are
usually installed at an Adequate Distance in rear of the fixed installation such
as Point, Level Crossing, usual Stopping Location of Train etc., whose safe
condition has to be ensured before the Fixed Signal protecting this Installation
can be switched to and assume ‘OFF’ position to convey to the Driver Aspect for
‘Proceed’.
Hand Signals are exhibited by Day by showing a Flag or Hand and by Night
showing a Light. Hands are used only in emergencies, when Flags are not
available. Hand Signals can convey the requisite information of ‘Stop’, ‘Proceed’
and ‘Proceed with Caution’ to the Driver, depending upon the way, the Hand /
Flag or Light are shown to the Driver.
25
Detonating Signals, also known as Fog Signals, are Appliances which are fixed
on the Rails and when an Engine or a Vehicle passes over them, they explode
with a loud Report so as to attract the Attention of the Driver. Fog Signals are
important devices used in Train Operations during thick foggy or tempestuous
weather impairing visibility wherein the Driver is not in a position to see the Track
side Signals.
Flare Signals are kinds of Fusee that emits a bright Red flame when lighted and
is used to warn the Driver of an approaching Train of any obstruction.
Fixed Signals are of Semaphore, Disc and Colour Light and can be further
categorised in two distinct categories of Main Signals and Subsidiary Signals.
Main Signals control the main or running movement of the Trains. Main Signals
can be classified in to Stop Signals & Permissive Signals.
STOP Signals at a Station can be further classified in to Reception Signals and

Despatch Signals. Reception Signals govern the Reception of a Train in to a
Station and Despatch Signals govern the Despatch of a Train from one Station to
another.
Permissive Signals do not have STOP Aspect. These Signals assist the Driver
in knowing the Aspect of the Signal ahead or warn him about the condition of the
Block Section ahead.
Physical Appearance of a Signal is defined as the ‘Aspect’ of the Signal while

the meaning or the Intelligence conveyed by the Signal to the Driver is defined as
the ‘Indication’ of the Signal.
Semaphore Signals are of two kinds. Signals operating in Lower Quadrant of

the circle are known as Lower Quadrant (LQ) Signals and Signals operating in
Upper Quadrant of the circle as Upper Quadrant (UQ) Signals. LQ Signals can
exhibit only two Aspects and hence two Indications, as against three Aspects &
three Indications possible in case of UQ Signals. Colour Light Signals can cater
for four Aspects and thus four different Indications can be communicated to the
Driver in this type of Signalling Aspects of Semaphore Signals are not the same
by Day and Night. Daytime Aspects are conveyed through the position of the
Signal Arm and Nighttime Aspects through the colour of lights displayed by these
Signals. When conditions of visibility are poor, such as during foggy or cloudy
weather, the night Aspects of Semaphore Signals pose acute visibility problems
to the Drivers.
Colour Light Signals, on the other hand, give the Indications by electric lights
both by Day and Night. Aspects of these Signals are, therefore, the same by
Day and Night. Use of special type of lenses and focusing mechanism enables
electric lights to be seen distinctly from a long distance even in brightest sunlight.
Colour Light Signals have several advantages over Semaphore Signals, the most
important being the ‘Good Visibility’ from the Driver’s point of view
26
1.9 SIGNALS FOR RECEPTION:
(a) PERMISSIVE SIGNALS: A “WARNER” in case of 2- aspect signaling can
be placed before the first stop signal or below the less stop signal or can
be on post by itself with fixed green light above. It is to warn the driver
that he is approaching a stop signal or to warn him about the condition
of block section ahead. In multiple aspect signaling a “DISTANT” signal
is provided to indicate the driver about the condition of the stop signal
ahead. If the sectioned speed is 120kmph or above, two “DISTANT”
Signals shall be provided. In such cases, these signals are called
“DISTANT: and “INNER DISTANT” respectively.
(b) STOP SIGNALS: when stop signed is taken “OFF” it permits the train to
enter the Station, this is called “HOME” signal on the Station. At a Station
where two stop signals are provided in the approach, the first one shall be
called “OUTER” and the next shall be “HOME” In some cases where the
distance between the Home Signal and the Reception lines of the Station is
far away one more stop signal may be provided, as one Home Signal will not
be assignment to facilities the reception. So a Stop Signal provided between
Home and the Reception lines shall be called a “ROUTING HOME”.
1.20 SIGNALS FOR DEPARTURE OF TRAINS:
(a) STARTER SIGNALS: when the departure of trains is controlled by only

one stop signal, it is called starter signal and is the lass stop signal of
the station. If two or more converging lines are there the starter shall
be placed outside all connections on the line to which it refers. When
advanced starter is also provided, the starter referring to any line is
placed so as to protect the facing point or fouling remark and shall not be
less than 400m in advance of the Home Signed.
(b ADVANCED STARTER: where departure of trains is controlled by more
than one Stop Signal, the outer most starter signal shall be the Last Stop
Signal of the station and is called “Advanced Starter”. It shall be placed
outside all connections on the line to which it applies. It shall be placed
at not less than 180m in the case of two aspect and 120m in multiple
aspect signaling from the outermost point on Single line and outside all
connection. This distance shall be reckoned from the Starter on double
line. On Special nominated Sections where frequent Shunting Involving
main line takes place the “Advanced Starter” Signal may be placed at a
distance of full train length beyond the trailing point and the track between
trailing point and the advance starter is provided, the starter referring to
any line shall be placed so as to protect the first facing point or fouling
mark, and shall not be less than 400m in advance of Home Signal.
(c ) INTERMEDIATE/ROUTING STARTER: Intermediate Starter is provided
between starter & advanced starter where necessary, and is placed in
rear of the point, which is protects.
27
1.10 CHECK YOUR PROGRESS : THE KEY
CYP 1 :
1. What is Signalling? & Why is it necessary for Railways?

Signalling is a form of communication between the two parties who
cannot communicate with each other either orally or in the written form.
In Railway Operation, such communication becomes necessary between
the Driver and the Staff who control ground equipment like the Points at a
Station and Level Crossing Gates etc. Signals become the link between
the Driver & ground Staff to indicate correct setting of Points & Route and
closing of Level Crossing Gates against the Road traffic. Station Staff is
required to set the Route and Signal to the Driver of a Train to start from a
Station or enter into a Station from the Block section, as the case may be.
The Gateman in charge of a Level Crossing Gate is required to be always
attentive, close the Level Crossing Gate in event of passing of a Train at
a Gate and thereafter give an all-right Signal to the Driver indicating that
Gate has been closed properly and locked against the Road traffic. In
case, the Gate is opened for Road traffic, the Driver is to be signalled to
stop short of Level Crossing Gate. In all the above situations, the most
convenient form of communication between the Driver and ground Staff
is through Signals rather than through Oral or Written methods, though
Written communications as also Oral ones are also used at times to
convey the requisite information to the Driver.
2. Block and non-Block Stations:

Stations / Cabins where an ‘Authority to Proceed’ is needed to be granted
to a Train are called Block Stations. Non-Block or Flag Stations are those
where traffic (Passenger or Goods) is handled, may be by way of booking
but from where no ‘Authority to Proceed’ is needed to be granted.
3. Block Section & Station Section:
Block section means that portion of the Running Line between two
Block Stations on to which no Running Train may enter until Line Clear
has been received from the Block Station at the other end of the Block
Section.
Portion of the Station Limits (between the outermost Signals & being
under the control of Station Master), left out of Block Section is called
Station Section.
4. Facing & Trailing Points:
Points are Facing or Trailing in accordance with the direction a Train or

vehicle moves over them. Points are said to be Facing Points when by
28
their operation a Train approaching them can be directly diverted from the
line upon which it is running.
5. Absolute Block System & Automatic Block System:
Under Absolute Block System of working, no Train is allowed to leave a

Block Station unless Line Clear has been obtained from the Block Station
in advance.
In Automatic Block System of working, conditions for a Signal to assume
‘OFF’ Aspect and thus authorise entry of a Train into a Signalling section
are checked automatically (by means of Track Circuits or Axle Counters).
In Automatic Block System also there are semi-Automatic and Manual
Signals, which have an element of manual control like authorising of
movement over Points or Control of traffic over Level Crossings etc.
CYP 2 :
1. Colour Light Signals are superior as compared to Semaphore type

Signals for the following main reasons:
(i) Clarity of Aspects: Aspects of Colour Light Signals are the same by
Day and Night, thereby causing no confusion at all in the mind of the
Driver.
(ii) Good Visibility: When conditions of Visibility are poor, such as
during foggy / cloudy / adverse weather conditions, Aspects of
Semaphore Signals pose acute Visibility problems to the Drivers.
Powerful and penetrating lights of Colour Light Signals provide good
visibility and ensure better identification of Signal Aspects, even
under bright sunlight conditions.
(iii) Better Signalling for Safety: Sighting Distance (SD) required of
Colour Light Signals in Multi-Aspect Signalling is practically Zero
due to the fact that Aspect Control Charts are designed in a way that
Normal Braking Distance (NBD) is always available to the Driver
between Yellow ‘Y’ and Red ‘R’ Aspects. Drivers can thus react to the
Aspect of Signal, even at the foot of the Signal post. From Safety
point of view, thus, MACLS is a better Signalling.
(iv) Better Speed Signalling: From Speed point of view, MACLS is a
better Signalling for the Driver as he is always pre-warned for the
Aspect of Signal located in advance. This facilitates better Speed
control of the Train in such a manner that unnecessary speed
reductions are eliminated.
(v) Not Susceptible to Miscreant Activities: Semaphore Signals
are mechanically operated though Lever Frames and Signal Wire
Transmission. Wire Lead-out and Transmission in the Yard is always
susceptible to Outside Interference as also to Miscreant Activities.
Colour Light Signals are, on the other hand, electrically operated
through Signalling Cables, buried underground.
29
2. Semaphore Signals & Colour Light Signals:

A Semaphore Signal falls under the category of Mechanical Signal and
consists of a moving Arm on a fixed post. Aspects of Semaphore Signals
are not the same by Day and Night. Daytime Aspects are conveyed
through the position of the Signal Arm and Nighttime Aspects through
the colour of lights displayed by these Signals. When conditions of
visibility are poor, such as during foggy or cloudy weather, the Aspects
of Semaphore Signals pose acute visibility problems to the Drivers,
particularly so during nighttime.
Colour Light Signals, on the other hand, give the Indications by electric
lights both by Day and Night. Aspects of these Signals are, therefore,
the same by Day and Night. Use of special type of lenses and focusing
mechanism enables electric lights to be seen distinctly from a long
distance even in brightest sunlight & Foggy / Cloudy weather conditions.
3. Lower Quadrant & Upper Quadrant Signals:
These are Semaphore type of Signals. Semaphore Arm may operate
either in Lower Quadrant, when the Signal is known as Lower Quadrant
(LQ) Signal or in Upper Quadrant, when it is known as Upper Quadrant
(UQ) Signal.
In case of Lower Quadrant Signalling, only two positions of the Arm can
be used for Signalling viz. the Horizontal position and the Inclined position
to 450 below the Horizontal. In case of Upper Quadrant Signalling, three
positions of the Arm are possible i.e. (a) the Horizontal position, (b)
position of the Arm as raised to an angle of 450 above the Horizontal
position and (c) the Arm raised to 900 above the Horizontal position. The
Upper Quadrant Signalling, thus, provides for three distinctly possible
Aspects and has, therefore, become to be known as Multiple Aspect
Upper Quadrant (MAUQ) Signalling. Since only two distinct Aspects are
only possible in Lower Quadrant Signalling, this mode of Signalling has
become to be known as Two Aspect Lower Quadrant (2-ALQ) Signalling.
CYP 3 :
1. Stop Signal & Permissive Signal:

‘ON’ Aspect of STOP Signals is ‘STOP’, hence the nomenclature. On the
other hand, Permissive Signals do not have a STOP Aspect. Hence a
Driver need not stop at a ‘Permissive’ Signal, even though it may be at
‘ON’ position. These Signals assist the Driver in knowing the Aspect of the
Signal ahead or warn him about the condition of the Block Section ahead.
‘Warner’ Signal is a Permissive Signal in 2-Aspect Signalling Territory and
‘Distant’ Signal in Multi Aspect Signalling Territory.
30
2. Aspects & Indications of a Signal:
Physical Appearance of a Signal is defined as the ‘Aspect’ of the Signal
while the meaning or the Intelligence conveyed by the Signal to the Driver
is defined as the ‘Indication’ of the Signal.
Lower Quadrant Signals can give only two Aspects and hence two
Indications. Upper Quadrant Signals can provide for three Aspects and
thus three Indications. Colour Light Signals can cater for four Aspects and
thus four different Indications can be communicated to the Driver in this
type of Signalling
CYP 4 :
Correct Answer:
1. (a). 2. (a). 3. (b) or (d).
CYP 5 :
Correct Answer:
1. (b). 2. (d). 3. (b). 4. (c). 5. (c) or (d).
UNIT END QUESTIONS
Q. 1 Enumerate the Types of Signals used on Indian Railways.

Q. 2 State, in brief, the relative merits and de-merits, Semaphore and Colour
Light type Signals.
Q. 3 What are the advantages of Upper Quadrant Signalling over Lower
Quadrant Signalling?
Q. 4 Define a ‘Stop’ Signal and a ‘Permissive’ Signal. Give two examples of a
Permissive Signal.
Q. 5 Differentiate between different Kinds of Signals used to control Trains.
Q. 6 What do you mean by ‘Aspects’ and ‘Indications’ of a Signal? Illustrate
with an Example.
31
32
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Aspects of Railway
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UNIT-2
Signalling-II
Structure
2.0 Objectives
2.1 Introduction
2.2 Subsidiary Signals
2.2.1 Calling-On Signal
2.2.2 Shunt Signal
2.2.3 Repeating Signal
2.2.4 Co-Acting Signal
2.3 Markers, Signs, Indicators, Sighting Boards and Repeaters
2.3.1 Markers & Signs
2.3.2 Indicators
2.3.3 Sighting Boards
2.3.4 Back Lights and Arm & Light Repeaters
2.4 Hand Signals
2.5 Detonating Signals
2.5.1 Method of using Detonators / Fog Signals
2.5.2 Placing of Detonators in Thick Foggy or Tempestuous Weather
2.5.3 Placement of Detonators in case of Obstruction
2.6 Flare Signals
33
2.7 Types of Signalling in Use on Indian Railways
2.7.1 Two Aspect Lower Quadrant (2-ALQ) Signalling
2.7.2 Modified Lower Quadrant (MLQ) Signalling
2.7.3 Multi Aspect Upper Quadrant (MAUQ) Signalling
2.7.4 Multi Aspect Colour Light Signalling (MACLS)
2.8 Operation of Points
2.8.1 Mechanical Signalling Installations
2.8.2 Electrical Signalling Installations
2.9 Operation of Signals
2.10 Sighting distance and visibility of signals
2.11 Box Summarising the Operation of Points & Signals
2.12 Let Us Sum Up
Unit End Questions
2.0 OBJECTIVES
(i) Define the purpose of providing Subsidiary Signals, which have no

independent existence of their own and are subservient to Main Signals.
(ii) List out the types of Markers, Indicators and Boards used on Indian
Railways.
(iii) Distinguish between the different kinds of Subsidiary Signals, Markers,
Indicators and Boards.
(iv) List out the different types of Signalling Systems in use, and relative
merits thereof.
(v) Describe the Working Methodologies of Signals and Points in Mechanical
and Electrical Signalling Installations.
2.1 INTRODUCTION
As discussed in the preceding Unit, the Signals used on Indian Railways are
classified in four categories of Fixed Signals, Hand Signals, Detonating Signals
and Flare Signals. Fixed Signals are the Signals located at fixed locations and
have been further categorised in two distinct categories of Main Signals and
Subsidiary Signals. Main Signals are meant for controlling the main or running
movement of Trains. In Unit-1, we have discussed various types of Main Signals,
their different Aspects and Indications conveyed by them.
34
Subsidiary Signals are those which support the Main Signals.
Markers, Signs, Indicators and Boards are also kinds of Signals that convey
specific operational details to the Driver of a Train. Markers and Signs are
employed on Fixed Signals to distinguish the different types of Signals and
provide added intelligence needed to be conveyed by the said Signal. Indicators
and Boards are used to provide additional information on the Route to be
traversed by the Train.
Hand Signals, Detonating Signals and Flare Signals are used in certain specific
operational situations.
Kinds of Signals used, and their locational placement in the Yard constitute what
is called the ‘System of Signalling’. On Indian Railways, mainly two Systems are
in vogue - the Two Aspect Signalling and Multi Aspect Signalling.
In the following paras of this Unit, we shall discuss the functioning of Subsidiary
Signals and other different types of supporting Signals. We shall also describe as
to how the Signals and associated gears like Points are operated and how many
types of Signalling Systems are in use on Indian Railways.
2.2 SUBSIDIARY SIGNALS

In addition to the reception and dispatch of trains from and to a station some
other movements of trains are required such as transfer of vehicles from one line
to another, attaching and dispatching of vehicles to and from a train, to marshall
a train so that vehicles meant for the same destinations are always in one line
etc. Such movements differ from regular train moves in which the speed are low,
Susidiary Signals are used.Subsidiary Signals are subservient to Main Signals
and have no independent existence of their own. Calling-On Signal, Repeater
Signals and Co-Acting Signals are the important Subsidiary Signals used on
Indian Railways. Subsidiary Signals also include those Signals which are not
meant for running Trains like Shunt Signals.
2.2.1 Calling-On Signal

A Calling-on Signal is a Subsidiary Signal, which has no independent Aspect in
the ‘ON’ position. In fact, it has no independent existence. Where provided, this
Signal is placed below a STOP Signal, governing approach of a Train. Under
the Rules applicable on Indian Railways, Calling-on Signal can not be provided
below the Last Stop Signal (LSS) of the Station.
Calling on signal is provided below a stop signal governing the approach of a

train. “Calling on” signal can be a miniature semaphore arm type or color light
type type in two aspect of Multiple aspect territory. A Calling-on Signal is used
for the specific purpose of indicating to the Driver that the line between the
35
Calling-on Signal and the next Stop Signal or Buffer Stop (when there is no Stop
Signal in advance) is occupied. When taken ‘OFF’, this Signal calls upon the
Driver of a train to draw ahead with Caution and be prepared to stop short of
any obstruction. This Signal, thus, in a way can be made use of for reception of
a Train in to the Station in the event of failures of Track circuits in the Route and
Overlap, thereby eliminating the need of Clamping and Pad locking of the Points
in the Route. Route locking function is taken over by the Calling-on Signal in
exactly the same manner as done by main Stop Signal, to which this Calling-on
Signal refers. Since Calling-on Signal does not also require proving the clearance
of Overlap Zone, it can also be made use of to receive a Train in case of failure
of Overlap Points. Reception of a Train through Calling-on Signal, thus, can
significantly reduce the Train detention on account of Clamping and Pad locking
of Points.
2.2.2 Shunt Signal

A Shunt Signal is a Subsidiary Signal and is used in Shunting Operations. When
taken ‘OFF’, it provides a definite guarantee to the Driver that the Points in the
Route to be traversed are correctly set. Shunt Signals, thus, completely eliminate
the Human error and consequent yard derailments / bursting of Points during
Hand / Flag Shunting. Shunt Signals, however, do not indicate as to which Route
is set. These Signals do not also apply to Running Trains.
(a Shunt signals authorise movement only at such slow speeds as to be able

to stop short of any obstruction and control shunting movements.
(b) Shunt signals can be placed on a separate post by itself close to the
ground or can be placed below. Stop signal other than the first and last
stop signal of a station.
(c ) More than one shunt signal may be placed on the same post. Top most
signal shall be apply to the extreme left hand line and the second shunt
signal from the top shall be apply to the next line from the left and so on.
(d) Shunt signal when taken “OFF” authorises the driver to draw ahead with
caution.
(e) The shunt signal shall be either
(i) Disc type shunt signal
(ii) Position light shunt signal
(f) Under Special Instructions, a Shunt Signal maybe a miniature arm.
(g) When a Shunt Signal is pkeed below a stop signal, it shall show no light
in the ‘On’ position.
DISC TYPE SHUNT SIGNAL
POSITION LIGHT SHUNT SIGNAL
MINIATURE SEMA PHORE ARM TYPE SHUNT SIGNAL
36
Shunt Signal.
2.2.3 Repeating Signal

A Repeating Signal also has ‘No’ independent existence. The purpose of this
Signal is to repeat to the Driver of an approaching Train the Aspects of Fixed
Signal in advance. When a Stop Signal is not visible from a point Adequate
Distance in rear of it, an Aspect Repeating Signal is provided at a carefully
chosen location in rear of the Stop Signal. The design and connectivity of the
Repeating Signal is such that it shall not assume an ‘OFF’ aspect unless the
Main Signal, which this Signal is repeating, is ‘OFF’ and in the event of the Main
Signal returning to ‘ON’ Aspect for one reason or the other, the Repeating Signal
follows the suit.
A Repeating Signal is not a Stop Signal and can be passed in ‘ON’ position.
Driver of an approaching Train, in the event of the Repeating Signal displaying
‘ON’ Aspect of the Main Signal ahead, may draw his Train ahead and stop short
of the Main Stop Signal.
In case where a signal is not visible to the driver from an adequate distance due
to sharp curvature or any other reason or where the signal is not visible to the
guard of the train from his position at the rear end of a platform, a repeater signal
is provided at a suitable position at the rear of the main signal. A repeater signal
is provided with an R marker and can be of the following types. (a) A square-
ended semaphore arm with a yellow background and a black vertical band (b)
A colored light repeater signal (c) A rotary or disc banner type signal The ‘off
positions of these three types of repeater signals are depicted in Fig. below.
37
Repeating Signals
2.2.4 Co-Acting Signal

One of the cardinal principles of Signalling is that the Signal must be located
and positioned in such a way that it is continuously visible to the Driver from
the time it is picked up by him and he initiates his action to control the Train,
as per the Aspect / Indication conveyed by that Signal. In certain situations like
approach of an over-bridge, tunnel or any other obstacle, it may happen that
the Arm of the Signal or Light or both are not continuously visible to the Driver.
In such cases, Co-acting Signals are provided so that one of these is visible
to the Driver during the whole time that he is approaching it. Co- acting Signal
is a duplicate Signal fixed below the Signal, it co-acts with. Both the Signals
must work together and display the same Aspect. It is fitted at such a height
that either the Main Signal Arm or Light or the Co-acting Signal Arm or Light is
always visible to the Driver.
In case a signal is not visible to the driver due to the presence of some
obstruction, such as an overbridge or a high structure, another signal is used
to move along the main signal on the same post. This signal, known as the
co-acting signal, is an exact replica of the original signal and works in unison
with it.
2.3 MARKERS, SIGNS, INDICATORS,

SIGHTING BOARDS & REPEATERS
Markers, Signs, Indicators, Sighting Boards & Repeaters are kinds of Add-on
Signals, which are used on Signals and / or in association with Signals to provide
certain added but important information to the Driver.
38
2.3.1 Markers & Signs
Markers & Signs are used on Fixed Signals to distinguish the different types
of Signals and provide added Intelligence needed to be conveyed by the said
Signal (s). Markers and Signs are fixed on the Signal post itself below the Signals
to which they refer.
Markers and Signs in common use are detailed in the following box.
Appearance Provided On Description

Colour Light Distant Letter ‘P’ in Black on a White circular Disc.
P Signal. (‘P’ indicates Permissive Signal).
C Calling-on Signal Letter ‘C’ in Black on a White circular Disc.
R Repeating Signal in Letter ‘R’ in Black on a White circular Disc.
Semaphore Signalling Territory.
R Repeating Signal in Colour White illuminated letter ‘R’ against Black
Light Signalling Territory. background.
G Gate Stop Signal. Letter ‘G’ in Black on a Yellow circular Disc.
A Automatic Stop Signal. (In Letter ‘A’ in Black on White circular Disc.
Automatic Signalling
Territory).
A Semi Automatic Stop Signal White illuminated letter ‘A’ against Black
background when working as an Automatic
Stop Signal and letter ‘A’ extinguished when
working as a Manual Stop Signal.
A& G Gate Stop Signal in White illuminated letter ‘A’ against Black
Automatic background and letter ‘G’ in Black on Yellow
Block Signalling territory. circular Disc.(Note: Letter ‘A’ shall be lit
only when the Gates are closed and locked
against Road traffic.)
A & AG Semi Automatic Gate Stop White illuminated letter ‘AG’ against Black
Signal in Automatic Block background and White illuminated letter ‘A’
Signalling territory. against Black background.(Note: 1. Letter
‘A’ shall be lit only when the Gates are
closed and locked against Road traffic and
Points are correctly set and locked for the
Route.2. Letter ‘AG’ shall be lit only when
the Level Crossing Gate is either open to
Road traffic or have failed but Points are
correctly set and locked for the Route.3.
Neither Marker shall be lit when Points are
not correctly set and locked for the Route.)
O Stop Signal Arm for Goods Black Ring in the shape of letter ‘O’.
running Lines only (Lines
not meant for passenger
carrying Trains).
D Stop Signal Arm for Dock Letter ‘D’ in Black.
platform.
X On Signals, not in use. Two Crossed Bars in the shape of letter ‘X’.
39
Annexure-III Mechanical Signalling Gears (Semaphore signal arms, Point indicators, Boards
and Markers)
MECHANICAL SIGNALLING GEARS Page 119 (S-8) SIGNALLING GENERAL

SCHEDULE OF MAINTENANCE OF SIGNALLING APPARATUS, PAINTING
PROGRAMME IRISET Page 120
2.3.2 Indicators
Indicators are used to provide additional information regarding the Route to be
traversed by the Train. Indicators in use on Indian Railways are positioned at
Points / Traps to display the position of Points & Trap Points and on Signals to
display the Route.
Indicators provide at Points indicate whether the Point is set for Straight route or
for the Turnout and that at Trap Points whether the Trap is open or Closed.
Table Operation of a trap indicator

Position of trap Day indication Night indication
Trap open Red target Red light
Trap closed Green target Green light
Junction and Route Indicators are provided on Signals at Diverging Junctions

where one track diverges into a number of tracks. A Junction, in fact, is diverging
from one end and converging from the other.
A Junction Indicator consists of a row of five White Lights placed above

a Colour Light Signal Unit. A Junction Indicator can provide Indication for a
maximum of 7 Diversions from a Diverging Junction. Route Indicator, on the other
hand, can be employed for providing Indications for a large number of Diversion
Lines. Junction Indicators are, therefore, used for a small group of Diverging
Lines and the Route Indicators for the large groups.
A Route Indicator consists of Numbers or Letters, one Number or one Letter

for each line or for group of the lines to which they refer. Route Indicator may
be placed above or below a Signal - Semaphore, Colour Light or even Position
Light. Placement of Route Indicators over Position Light type Signals, however, is
not a common practice. Route Indicators may be one of the following types:
40
41
42
(i) Stencil type.
(ii) Multi-Lamp type.
A maximum of 4 Routes can be conveniently displayed by a Stencil type Route
Indicator. Pre-fabricated Stencils are fixed in a Box and an appropriate Stencil
is lighted to display one of the four Diversions. In Multi- Lamp type Route
Indicators, a 7x5 or 7x7 Matrix of Lamps is used and it is possible to display
a maximum of 19 Routes by lighting the appropriate Lamps in this Matrix. 7x5
Matrix will provide for a total of 9 Routes and 7x7 can cater for 19 Routes.
Figure 7.11 shows types of Route Indicators (Stencil type, Multi-Lamp type &
Junction Type) used in Multi-Aspect Colour Light Signalling territories.
Figure : 7.11
Types of Route Indicators
2.3.3 Sighting Boards

As the requisite braking distance of goods trains and Rajdhani trains is greater
than that of the passenger trains, the sighting boards for goods trains and
Rajdhani trains are located farther and their design is different from that of
sighting boards meant for passenger trains. The distances of sighting boards are
listed in Table below. Table : Positions of sighting boards
Type of sighting board Position

Passenger train sighting board 1000 m for speeds over 72 kmph for BG tracks
and 48 kmph for MG tracks
Goods trains and Rajdhani sighting 1400 m for speeds over 72 kmph for BG tracks
board and 48 kmph for MG tracks
43
Various types of Sighting Boards are used in Signalling schemes as aids to
Fixed Signals to facilitate the driver:
(i) In sighting the approach Signals at Stations. Examples: Passenger and

Goods Sighting Boards.
(ii) In demarcating the limits of the Block section and the point up to which
the shunting can be performed without infringing the Block Section i.e.
Block Section Limit Board (BSLB) & Shunting Limit Board (SLB).
(iii) In knowing the beginning and end of an Automatic Signalling Section.
Salient details of Boards commonly in use are shown in Box 2:
Box 2:
Type of the Board Location & Purpose

Passenger Train Located at Sighting Distance (SD) in rear of the first
Sighting Board. Approach Signal.2. This Board is meant to alert
the Driver that he is now in close proximity of an
approach Signal and look out for the same.
Goods Train Sighting Located at Sighting Distance (SD) in rear of the first
Board. approach Signal.2.
This Board is meant to alert the Driver that he is now
in close proximity of an Approach Signal and look out
for the same.
Shunting Limit Board Located on Single line ‘B’ class Stations at a point up
(SLB). to which the Shunting may be performed in the face of
an Approaching Train.
Block Section Limit Provided on Double line sections to demarcate the
Board (BSLB) limits of Block Section and to define the point up to
which the Shunting may be performed in the face of an
Approaching Train.
Figure 7.12 shows above four kinds of Sighting Boards
Passenger Train Goods Train Shunting Limit Block Section Limit

Sighting Board Sighting Board Board (SLB) Board (BSLB)
Figure : 7.12: Sighting Boards
44
2.3.4 Back Lights and Arm & Light Repeaters
Back Lights and Arm & Light Repeaters are provided for the Semaphore Signals
to take care of the requirement of visibility of Signal Aspect from the place of
operation of the Signal and also at the place where Block Instruments have been
provided.
The Signal Arms, which are not visible by day, are electrically repeated in the
Cabin or at the Interlocking Frame Location and Station Master’s Office, as
required. Semaphore Signals, the front Lights of which can not be seen during
night time, from the place of Operation or from the place of Operation of Block
Instruments, are equipped with Back Lights. Back Lights are miniature White
Lights and form an integral part of the Signal Lamp. These Lights are visible from
the backside of the Signal post when the Signal is in ‘ON’ position. Seeing the
Back Lights, the Station Master can assure himself that Signal Lights are burning
and have not been extinguished. Electrical Repeaters are provided in case of
those Signals whose Back Lights are not visible from the place of Operation or
from the place of Operation of Block Instruments.
Colour Light Signals are not provided with Back Lights. All such Colour Light
Signals, which have a Manual Control on them and cannot be seen from the
place of Operation of the Control, are electricity repeated. Such Repeaters take
the form of miniature Light Units or are included in the line up of Route on the
Operating Panel, where provided. Light Emitting Diodes (LEDs) can also be
gainfully utilised to electrically repeat the Aspects of Colour Light Signals on an
Operating Panel.
2.4 HAND SIGNALS

Hand Signals are exhibited by Day by showing a Flag or Hand and by Night
showing a Light. Hands are used only in emergencies, when Flags are not
available. During Night, a Hand Signal is given using a Red or Green Light. A
White Light waved violently is used as a Stop Signal only when the Red Light is
not available.
Hand Signals can convey the following information to the Driver, depending upon
the way, the Hand / Flag or Light are shown to the Driver:
(i) Stop.
(ii) Proceed.
(iii) Proceed with Caution.
Hand Signals when used in Shunting operations can convey the following
information to the Driver, depending upon the way, the Hand / Flag or Light are
shown to the Driver:
45
(i) Move away from the Person giving the Signal.
(ii) Move towards the Person giving the Signal.
(iii) Move slowly for Coupling.
2.5 DETONATING SIGNALS

Detonating Signals, otherwise known as Fog Signals, are Appliances which
are fixed on the Rails and when an Engine or a Vehicle passes over them, they
explode with a loud Report so as to attract the Attention of the Driver.
Fog Signals are important devices used in Train Operations during thick
foggy or tempestuous weather impairing visibility wherein the Driver is not in a
position to see the Track side Signals. These Signals are thus Safety
Aids which when explode with a loud sound, draw the Attention of the Driver
indicating to him to be vigilant and look for the Signal ahead. Fog Signals are
also used in situations of Accidents and other unforeseen circumstances, the
purpose again being to make the Driver attentive of any obstruction ahead, which
may endanger the safety of the Train.
2.5.1 Method of using Detonators / Fog

Signals
(i) A Detonator when required to be used is placed on the Rail with the Label
or Brand facing upwards and is fixed to the Rail by bending the Clasps
around the head of the Rail.
(ii) In the case of Mixed Gauge Tracks (both BG & MG), Detonators are
placed on the common Rail or on one Rail of each Gauge.
2.5.2 Placing of Detonators in ThickFoggy or

Tempestuous Weather
(i) In thick Foggy or Tempestuous Weather impairing visibility, whenever it is
necessary to indicate to the Driver of an Approaching Train the locality of
a Signal, two Detonators shall be placed on the Line by a Railway Servant
nominated by the Station Master in this behalf, about 10 m apart and at
least 270 m outside the Signal or Signals concerned.
(ii) Station Master shall always do so when visibility conditions from any
cause prevent him from seeing a prescribed Visibility Test Object (VTO)
from a distance of not less than 180 m or a lesser distance, if expressly
sanctioned by the Railway Board.
46
2.5.3 Placement of Detonators in Case of
Obstruction
Whenever in consequence of an obstruction of a line on BG, it is necessary for a
Railway Servant to stop, approaching Trains, he shall proceed showing his Hand
Signal Lamp (Stop Aspect), to a point 600 m from the obstruction and place on
line one Detonator and then proceed to a point 1200 m from the obstruction and
place on the line three Detonators, about 10 m apart. On MG the location of first
Detonator will be 400 m and for the three Detonators 800 m.
If the said Railway Servant is recalled before the obstruction is removed, he shall
leave down three Detonators, and on his way back, pick up the Intermediate
Detonator.
Detonators shall be replaced, when necessary, immediately after a Train has

passed over them.
2.6 FLARE SIGNALS

Flare Signals are kinds of Fusee that emits a bright Red flame when lighted and
is used to warn the Driver of an approaching Train of any obstruction. General
Rules of Indian Railways provide for a Flare Signal which is an illuminating Signal
that emits a Red flame about 10 cm. in diameter and burns for about 7 minutes.
A Flare Signal is to be lit to give timely warning to the Driver of an approaching
Train of any obstruction, such as a derailed Train obstructing the adjacent line or
lines, a wash away, floods, land slide etc. when the Driver, Guard, Gateman or
Patrolman does not have adequate time to run forward and place Detonators to
protect the obstruction in the normal manner.
Check Your Progress 1:

Note:
Choose the Correct Answer:
1. ‘P’ Marker Board is provided on a Signal Post of:
(a) MAUQ Distant Signal. True False
(b) MACLS Distant Signal. True False
(c) Both (a) & (b). True False
(d) None of the above. True False
47
2. A Flare Signal is a:
(a) Audible Signal.
(b) Flag Signal.
(c) Visual Signal.
(d) Colour Light Signal.
3. A Calling-On Signal authorises:
(a) Movement on a non-Isolated Line.
(b) Movement on an occupied Line.
(c) Movement at un-Restricted speed.
(d) Mainly Shunting Movements.
4. Multi Lamp Route Indicator with 35 lamps can be used for a Station with
Maximum Routes equal to:
(a) 19.
(b) 99.
(c) 9.
(d) None of the above.
State whether the following Statements are True or False:
5. Passenger Sighting Board is provided at the Platform for the

Passengers to sight an incoming Train. ( )
6. Shunting Limit Board (SLB) is provided at Class ‘A’ Stations to indicate a

point up to which the shunting may be performed in the face of an incoming
Train. ( )
7. Block Section Limit Board is provided at all Stations on Indian Railways

to demarcate the limits of Block section and to define the point up to
which the Shunting may be performed in the face of an approaching
Train. ( )
8. Back Lights are miniature white Lights and are provided on all Semaphore
type of Signals, front lights of which can not be seen during night time, from
the place of operation or from the place of operation of Block Instruments.
( )
9. Detonating Signals can only be used in Train operations during Foggy or

Tempestuous weather. ( )
48
2.7 TYPES OF SIGNALLING IN USE
ON THE INDIAN RAILWAYS
The following types of Signalling are in use on the Indian Railways:
(i) Two Aspect L\r Quadrant (MAUQ) Signalling.

(iv) Multi Aspect Colour Light (MACL) Signalling.
2.7.1 Two Aspect Lower Quadrant (2-ALQ)

Signalling
This was the earliest type of Signalling introduced on the Railways and employs
mechanically operated ‘Semaphore Signals of Lower Quadrant: Two Aspect’
type. Till the beginning of the fifties, bulk of the sections on Indian Railways had
this type of Signalling.
‘Two Aspect’ Signalling is not suitable for sections having large number of Trains
running at high speed. This is for the basic reason that the Stop Signals, in this
type of Signalling are not pre-warned by the Signals in rear with the result that
there is always a possibility of a Driver overshooting a Signal displaying ‘Danger’
Aspect. Drivers are, therefore, not confidant enough to approach the Block
Stations, at high speed, with this System of Signalling. They reduce the speed of
their Trains while approaching a Station to keep the Train under perfect control
and this adversely affects the Line Capacity of the section.
Figure 7.13 shows a typical Yard Layout, equipped with 2-ALQ Signalling
Scheme. Note the Outer / Warner combination and Bracketed Home Signals
(Main Home & Loop Home) on either side of the Station for Reception of Trains
and Starters and Advanced Starters for Dispatch of Trains.
Figure : 7.13 Yard layout with Two Aspect

Lower Aspect (2ALQ) Signalling
49
2.7.2 Modified Lower Quadrant (MLQ)
Signalling
The inherent shortcoming in two-Aspect Signalling is partially overcome in a
modified version of this type of Signalling, known as ‘Modified Lower Quadrant
(MLQ) Signalling’. In this system of Signalling, the first Signal at a Block Station
is a Permissive Signal and called the ‘Distant’ Signal. This
‘Distant’ Signal, however, has only 2 Aspects - ‘Caution’ and ‘Proceed’. Run
through indication is given by the usual ‘Warner’ Signal but the ‘Warner’ is now
placed below the Main Home Signal unlike below the Outer Signal in 2- Aspect
Lower Quadrant Signalling. But even this modified version of Lower
Quadrant Signalling does not provide advance indication to the Driver whether
his Train is going to be stopped at the ‘Home’ Signal or is being received on a
loop line.
Installation As on (in units)

31.03.2015 As on 31.02.16
Colour Light Signalling (No. of stations) 5772 5832
Figure : 7.14 Yard layout with Modified Lower Aspect (MLQ) Signalling
Figure 7.14 shows a typical Yard Layout, equipped with MLQ Signalling Scheme.
Table : Comparison of signalling systems

Component Mechanical Electrical
Operated units Mechanically operated signals Coloured light signals with two-
signals as per lower quadrant or aspect, three-aspect or four-
upper quadrant and modified aspect signalling
lower quadrant signalling
Points Mechanically operated points; Electrically operated points
locking with the help of point (by converting the rotary
locks, stretcher bars, and movement of electric motors into
detectors linear push or pull); locking with
the help of slides and solid rods
50
Component Mechanical Electrical
Level crossing Interlocking of manually Operation and Interlocking
gates operated swing leaf gate or of electrically operated lifting
operation and Interlocking of barriers
mechanically operated lifting
barriers
Transmission Single or double wire Electrical transmission through
systems transmission to the requisite overhead wires or underground
points by means of rods or cables
double wires
Operating units Hand levers with a range Push buttons, rotary switches, or
of 500 to 2000 m used in electrical signalling equipment
collaboration with single wire
or double wire lever frames
Interlocking units Mechanical interlocking with Interlocking through
plungers attached with levers electromagnetic switches known
and tappets moving across in as relays or solid-state switching
a locking trough devices
Monitoring units Monitoring of points with the Monitoring with the help of direct
help of mechanical detectors; current track circuits, alternating
monitoring of the passage of current track circuits, electronic
trains using a treadle, which is track circuits, axle counters, etc.
an electro-mechanical device
2.7.3 Multi Aspect Upper Quadrant (MAUQ)

Signalling
This type of Signalling also uses mechanically operated Semaphore Signals
but these Signals are capable of displaying three Aspects instead of two as is in
the case of Lower Quadrant Signalling. ‘Distant’ Signal in this system of Upper
Quadrant Signalling not only repeats the Aspect of ‘Home’ Signal ahead but also
gives an indication to the Driver as to whether he is going to be stopped at the
‘Home’ Signal itself or being received on the Main line or Loop line. Run through
indication here also is conveyed to the Driver at ‘Home’ Signal. Multi Aspect
Upper Quadrant Signalling is, thus, free from the deficiencies inherent in the
Two Aspect Lower Quadrant (2-ALQ) Signalling or Modified Lower Quadrant
(MLQ) Signalling.
As MAUQ Signalling provides added information to the Driver at the ‘Distant’

Signal itself, Driver can suitably control the speed of his Train without any
adverse effect on the Line Capacity of the section. When the Train is being
received on the Main line, it may run at normal speed up to the ‘Home’, as
Normal Braking Distance (NBD) is available between Home and next Stop Signal
viz. the Starter Signal. When a Train is to be received on Loop line, the speed is
reduced just at the time of passing the ‘Distant’ Signal, to the extent necessary
for negotiating the turn over connecting the loop line to the main line. When a
Train is to be stopped at the ‘Home’ Signal, brakes can be applied at the foot
51
of ‘Distant’ Signal, the most appropriate point, as NBD is available between the
‘Distant’ and ‘Home’ Signal. It is, thus, possible to control the speed of the Train
within the Station Limits in such a manner that unnecessary speed reductions
and resultant loss in Line Capacity are avoided. From Safety and Speed point of
view, MAUQ Signalling is, therefore, definitely superior to LQ and MLQ types of
Signalling.
In MAUQ Signalling, as the Signals repeat the Aspects of Signal in advance, the
Divers move confidently in the section. They are not tense in locating the First
Stop Signal (FSS), while on run. Problem of uncertainties of Sighting Distance
(SD) gets completely eliminated and for design purposes, Sighting Distance
(SD) to be provided for a Multi Aspect Signal can be taken as zero. Driver need
not unduly strain himself to pick up the Aspect of a Signal from a distance and
instead can pick up the Aspect comfortably when he is close to the Signal. If the
‘Distant’ Signal, the first Signal encountered by the Driver is displaying ‘Proceed’
(90o) aspect, he proceeds at normal speed. If the ‘Distant’ Signal is exhibiting
‘Attention’ (45o) aspect, he knows that he has to control the speed to negotiate
turnover to enter to loop line and when ‘Distant’ is showing ‘Caution’ (0o), he
should apply brakes to bring his Train to stop at ‘Home’. When he comes to
‘Home’ Signal at normal speed after passing ‘Distant’ and if Home is displaying
‘Proceed’ (90o) aspect, he knows that he is running through the Station and
he, therefore, does not need to reduce the speed of his Train but if ‘Home’ is
at ‘Caution’ (45o), he makes a Normal Brake Application to stop the Train at
‘Starter’ Signal.
Figure 7.15 shows a typical Yard Layout, equipped with MAUQ Signalling
Scheme. Note the Distant Signal and Bracketed Home Signals (Main Home &
Loop Homes) on either side of the Station for Reception of Trains and Starters
and Advanced Starters for Dispatch of Trains. Also see the Block Section
Limit Board (BSLB), demarcating the limits of the Block section and to define the
point up to which the Shunting may be performed in the face of an approaching
Train.
Figure : 7.15 Yard layout with Multiple Aspect Upper

Quadrant (MAUQ) Signalling
52
2.7.4 Multi Aspect Colour Light Signalling
(MACLS)
This type of Signalling uses electrically lit Colour Light Signals in place of
mechanically operated Semaphore Signals. Colour Light Signals, because
of their powerful and penetrating light, provide better visibility to the Drivers
as compared to MAUQ Signals. This type of Signalling, thus, ensures better
identification of Signal Aspects even under adverse weather conditions and
thereby provides increased Safety in Train operation.
Figure 7.16 shows a typical Yard Layout, equipped with MACL Signalling
Scheme. Note the Distant Signal and Routing Home Signals on either side of the
Station for Reception of Trains and Starters and Advanced Starters for Dispatch
of Trains. Also see the Block Section Limit Board (BSLB), demarcating the limits
of the Block section and to define the point up to which the Shunting may be
performed in the face of an approaching Train.
Figure : 7.16 Yard layout with Multiple Aspect Colour Light (MACL) Signalling
If two types of Multi Aspect Signalling viz. MAUQ & MACL, MACL Signalling
are compared, it will be seen that while MAQU Signalling uses mechanically
operated Semaphore Signals and can display a maximum of three Aspects,
Colour Light Signals, on the other hand, are electrically operated and are capable
of displaying four or more Signal Aspects.
In view of distinct advantages, MACL Signalling is the most suitable Signalling

for Main Line and Trunk Routes. Indian Railways also have accordingly taken up
a policy of providing Colour Light Signalling on the Trunk Routes and Main Line
Routes along with their Electrification Programme as also on such of the non-
electrified important Routes that have a reliable power supply.

53
1. Justify the following Statement in a maximum of Ten sentences: ‘Multi
Aspect Signalling is superior to 2-Aspect Signalling’.
2.8 OPERATION OF POINTS

Trains, unlike Road Vehicles are tied to the track. Trains do not have Steering
Control and instead take the Route set from the Operating Cabin / Panel. For
changing the Route, Points (Moveable Switches) are provided on the track and
depending upon the position of the Point, the Train takes either the straight track
or turns in the direction in which the Point has been set. Usually, the Straight
setting of the Point is called the Normal setting of the Point and the Diversion
setting, the Reverse setting.
The Point may be operated by Levers erected at Site, connected to them by a

short length of Point Rodding or may be operated by a Lever erected in a Signal
Cabin and connected to the Points a long length of Point Rodding.
In order to ensure that a Point is properly set and also stays in its correct position
(Held in position) during the entire movement of the Train over it, a Facing Point
Lock (FPL) is used and in order to further safeguard against the inadvertent
operation of the Point while the Vehicles are moving over it, a Device known as a
Lock Bar is installed.
The Point Lock consists of Plunger worked by a Rod from the Signal Cabin,
which moves in a Plunger casing. The movement of Plunger also causes the
Lock Bar to move. Two Stretcher Blades each having two Slots and attached
to one Switch each in the Point, also move in the Plunger casing and at right
angles to the Plunger. The Plunger can be driven home if the Slots in the
Stretcher Blades are aligned correctly, which can happen only if the Point is
correctly set. Once the Plunger has entered the Slots, the Switches can not be
moved or disturbed.
54
The Lock Bar consists of an Angle Iron of length a little longer than the longest
Wheel base of any vehicle or the distance between two consecutive Wheels of a
Train and is held against one of the Rails by short revolving clips, called Lock Bar
Clips. When the Point Lock Rod is worked from the Signal Cabin, the Lock Bar is
raised slightly above the Rail level and then lowered. If a Vehicle happens to be
over the Lock Bar, the latter is prevented by the Wheel Flange from rising and the
Point Lock Plunger, therefore, can not be withdrawn and the Point can not be
un-locked.
In order to ensure that the Point is in the required position (Normal or Re-
verse), a Detector is installed at the Switches. Detector blades are connecting
independently to each of the two Switches of the Point and pass through the
Detector Box. Signal wires connecting the operating lever in the Signal are
connected to a Blade which passes though the Detector Box at right angles to
the Switch Blades. Appropriate Slots on the Detector Blades and Signal wire
Blades ensure that the Signal Lever in the Cabin can be operated only when the
Point is correctly set.

In Electrically Operated Systems, the Points are operated by a Point Machine
(Electrical Motor & Assembly of Parts), connected to the Operating Panel through
Signalling Cables, buried underground.
2.9 OPERATION OF SIGNALS

Signals are operated by Levers, erected in a Cabin / Lever Frame (Located at
a central position in the Yard) and connected to the Signals by Signal Wires.
Mechanism of Signal Operation could be by means of Single or Double Wires.
Single Wire Operation of Signal restricts the number of Aspects exhibited by a

Signal to two and is susceptible to Outside Interference. Another disadvantage
with Single Wire operation is its limited range of Operation and associated
problem of ‘Drooping of Signals’ (Showing of an imperfect aspect due to improper
lowering). LQ Signals are Single wire operated.
The Double Wire operation, on the other hand, has the advantage of longer
range of operation and more number of Aspects can be exhibited in a Signal
with this mode of operation. Double Wire Operation is not susceptible to Outside
Interference and also is not dogged with the problem of ‘Drooping Signals’.
MAUQ Signals are Double Wire operated.
Wire operation of Signals is being progressively given up. All new Installations
are now being equipped with Colour Light Signals.
55
In case of Colour Light Signals, the operation of Levers in the Signal Cabin
/ Switch or Button on the Operating Panel, lights the desired Signal Lamp at
the Signal. The connecting mechanism is though Signalling Cable, buried
underground. The Signal Control mechanism is inter-woven by means of
Signalling Relays. Signalling Circuits are akin to the Mechanical Interlocking in
the Mechanical Signalling Installations.
2.10 SIGHTING DISTANCE &

VISIBILITY OF SIGNALS
Sighting distance is the distance over which the most restrictive aspect of a
signal to visible from the driving compartment of an approaching train under
normal conditions of visibility.
As per Signal Engineering Manual (1988), the visibility of the signals is

prescribed as under
(a) Two ASPECT SIGNALS

(i) Outer Signal: 1200 metres in sections when the sectional speed is
100kmph or above. 800 Metres where sectional speed is less than
100 kmph. Warner may be separated with the warner separated, two
minimum visibility of outer shall not be less than 400 metres.
(ii) Other Signals
Warner on a post by itself 400metres

Horne Signal 400 Metres
Main Starter Signal 400 Metres
All other signal 200 Metres
Where adequate visibility OR continuers of stop signals cannot be
provided, repeating or co-acting signals shall be provided to ensure
combined visibility. In case two combined visibility is less than two
distances prescribed above, speed restrictions shall be imposed.
(b) MULTIPLE ASPECT SIGNALS
Distant Signal 400 Metres

Inner Distant Signal 200 Metres when this signal is provided
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.
56
2.11 BOX 3 SUMMARISES THE
METHODS OF OPERATION OF
POINTS AND SIGNALS
System Points Operation By Signals Operation By
Mechanical Arc Lever at Site. Point Single Wire. Double Wire.
Rodding. Double Wire.
Electro- Combination of Electrical & Combination of Electrical &
mechanical Mechanical Means. Mechanical Means. Usually Signalling
Usually Signalling & & Interlocking Gears in this Mode are
Interlocking Gears in this operated from a Lever Frame or from a
Mode are operated from Miniature Power Frame. Signals could be
a Lever Frame or from a Semaphore or of Colour Light type.
Miniature Power Frame. In case of Semaphore Signals, the
Points could be Rod Signals are operated by Signal Machines,
Operated or operated by connected to the Signal Arm through
Point Machines. Cables. In case of Colour Light Signals, the
operation of Levers in the Signal Cabin lights
the desired Signal Lamp at the Signal. The
connecting mechanism is through Signalling
Cable, buried underground. The Signal
Control mechanism is inter-woven by means
of Signalling Relays.
Electrical Electric Point Machine. Colour Light Signals, operated from
a Centralised Panel. The connecting
mechanism is through Signalling Cable,
buried underground. The Signal Control
mechanism is inter-woven by means of
Signalling Relays.

State whether the following Statements are True or false:
1. In a Mechanical Signalling Installation, provided with Semaphore Signals,
operation of Signals can be accomplished either though Single wire or
Double wire Operating mechanisms. ( )
2. Points in an all Electrical Signalling Installations are essentially operated
though Point Machines. ( )
3. In a Colour Light Signalling Installation, the Signals can be operated
through a Mechanical Lever Frame. ( )
4. Points in a Mechanical Signalling Installation are always operated by a
Mechanical Lever, provided in the close proximity to the concerned Point
and connected to it by a small Rodding extension. ( )
57
2.12 LET US SUM UP
Subsidiary Signals are subservient to Main Signals and have no independent
existence of their own. Calling-On Signal, Repeater Signals, and Co-Acting
Signals are the important Subsidiary Signals used on Indian Railways. Shunt
Signals, though can have independent existence on a Post by itself, also fall in
the category of Subsidiary Signals as they are not meant for running Trains.
A Calling-on Signal is placed below a STOP Signal, governing approach of a

Train. It is used for the specific purpose of indicating to the Driver that the line
between the Calling-on Signal and the next Stop Signal or Buffer Stop (when
there is no Stop Signal in advance) is occupied. When taken ‘OFF’, this Signal
calls upon the Driver of a train to draw ahead with Caution and be prepared to
stop short of any obstruction. This Signal is also used for reception of a Train in
to the Station in event of failures of Track circuits in the Route and Overlap, as
also of the Points in the Overlap portion.
A Shunt Signal is used in Shunting Operations. These Signals do not apply to

Running Trains.
A Repeating Signal also has ‘No’ independent existence. The purpose of this
Signal is to repeat to the Driver of an approaching Train the Aspects of Fixed
Signal in advance. A Repeating Signal is not a Stop Signal and can be passed
in ‘ON’ position. Driver of an approaching Train, in the event of the Repeating
Signal displaying ‘ON’ Aspect of the Main Signal ahead, may draw his Train
ahead and stop short of the Main Stop Signal.
In certain situations, when the Arm of the Signal or Light or both are not
continuously visible to the Driver, Co-acting Signals are provided so that one of
these is visible to the Driver during the whole time that he is approaching it. Co-
acting Signal is a duplicate Signal fixed below the Signal it co-acts with. Both the
Signals must work together and display the same Aspect.
On Indian Railways, two types of Signalling are generally in use viz. Two Aspect
Signalling, and Multi Aspect Signalling.
In Two Aspect Signalling, we can tell the Driver either to ‘Stop’ or to ‘Proceed’
but we cannot direct him as to how fast he should proceed. ‘Two Aspect’
Signalling is not suitable for sections having large number of Trains running at
high speed. This is for the basic reason that the Stop Signals, in this type of
Signalling are not pre-warned by the Signals in rear with the result that there is
always a possibility of a Driver overshooting a Signal displaying ‘Danger’ Aspect.
Drivers are, therefore, not confident enough to approach the Block Stations, at
high speed, with this System of Signalling. They reduce the speed of their Trains
while approaching a Station to keep the Train under perfect control and this
adversely affects the Line Capacity of the section.
58
In Multiple Aspect Signalling, as the Signals repeat the Aspects of Signal
in advance, the Divers move confidently in the section. They are not tense in
locating the First Stop Signal (FSS), while on run. Problem of uncertainties of
Sighting Distance (SD) gets completely eliminated.
Between the two types of Multi Aspect Signalling viz. MAUQ & MACL, MACL
Signalling are compared, it will be seen that while MAQU Signalling uses
mechanically operated Semaphore Signals, Colour Light Signals are electrically
operated. In view of distinct advantages, MACL Signalling is the most suitable
Signalling for Main Line & Trunk Routes.
Markers, Signs, Indicators, Sighting Boards & Repeaters are also kinds of
Signals to provide additional intelligence to the Driver. Markers & Signs are used
on Fixed Signals to distinguish the different types of Signals.
Indicators are used at Points / Traps to display the position of Points & Trap
Points and on Signals to display the Route, to be traversed by the Train.
Various types of Sighting Boards are used in Signalling schemes as aids to

Fixed Signals to facilitate the driver in sighting the Approach Signals at Stations,
in demarcating the limits of the Block section and the point up to which the
shunting can be performed without infringing the Block Section and in knowing
the beginning and end of an Automatic Signalling Section.
Back Lights and Arm & Light Repeaters are provided for the Semaphore
Signals to take care of the requirement of visibility of Signal Aspect from the
place of operation of the Signal and also at the place where Block Instruments
have been provided.
2.13 CHECK YOUR PROGESS : THE KEY

CYP 1 :
Correct Answer:
1. (c). 2. (c). 3. (b). 4. (c).
True / False:
5. False. 6. False. 7. False. 8. True. 9. False.
CYP 2 :
1. Multi Aspect Signalling is superior to Two-Aspect Signalling:

In Two-Aspect Signalling, the Stop Signals are not pre-warned by the
Signals in rear with the result that there is always a possibility of a Driver
overshooting a Signal displaying ‘Danger’ Aspect. Drivers are, therefore,
not confidant enough to approach the Block Stations, at high speed, with
59
this System of Signalling. They reduce the speed of their Trains while
approaching a Station to keep the Train under perfect control and this
adversely affects the Line Capacity of the section.
In Multi-Aspect Signalling, the Signals repeat the Aspects of Signal
in advance and therefore, the Divers move confidently in the section.
They are not tense in locating the First Stop Signal (FSS), while on
run. Problem of uncertainties of Sighting Distance (SD) gets completely
eliminated and the Driver need not unduly strain himself to pick up the
Aspect of a Signal from a distance. The Aspect can, instead, be picked
up, when he is close to the Signal and act on its Indication. Braking
Distance is always made available between the ‘Yellow’ and ‘Red’ Aspects
of the Signals.
CYP 3 :
True / False:
1. True. 2. True. 3. True. 4. False.
UNIT END QUESTIONS
Q. 1 What are the types of Signalling in use on Indian Railways? Which one
you will recommend for a Main Line & Trunk route? Justify your decision
with adequate reasons.
Q. 2 Justify the Statement ‘Colour Light Signalling is superior to Semaphore
Signalling’.
Q. 3 What is the purpose of providing a Calling-On Signal? Q. 4 What do the
following Markers & Signs signify?
(i) P. (ii) C. (iii) R.
(iv) G. (v) A. (vi) A & G.
Q. 5 When do you use ‘Hand Signals’ and ‘Detonating Signals’?
Q. 6 Explain clearly how the Points are Operated, Locked and Detected in a
Mechanical Signalling Installation?
60
7
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Legal & Technical
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Aspects of Railway
Functioning
UNIT-3
Interlocking
Structure
3.0 Objectives
3.1 Introduction
3.1.1 Definition of Interlocking
3.2 Essentials of Interlocking
3.3 Standards of Interlocking
3.4 Superiority of Standard-III / Standard-IV Interlocking
3.5 Techniques of Interlocking
3.5.1 Mechanical Interlocking
3.5.2 Locking Table
3.5.3 Electrical Interlocking
3.5.4 Hybrid Interlocking
3.5.5 Electronic Interlocking
3.6 Isolation
3.6.1 Purpose of Isolation
3.6.2 Requirements of Isolation for Different Standards of Interlockings
3.7 Inter-Cabin Control
3.8 Track Circuit
3.8.1 DC Track Circuits
3.8.2 AC Track Circuits
3.8.3 Electronic Track Circuits
3.9 Axle Counters
3.10 Axle Counters versus Track Circuits
3.11 Let Us Sum Up
Unit End Questions
61
3.0 OBJECTIVES
(i) List out the Essentials of Interlocking which are required to be followed,
while designing an Interlocking System.
(ii) Distinguish between the different kinds of Standards of Interlocking.
(iii) Distinguish between the different types of Lockings – Normal, Reverse,
Both ways and Conditional ones.
(iv) Define the purpose of providing Isolation in a Signalling Yard for different
types of Standards of Interlocking, and
(v) Reason out the purpose of Slotting Control on a Signal.
3.1 INTRODUCTION
To increase Efficiency and to enhance Safety in train operations, Advanced
Signalling System with Route Relay/Panel/Electronic Interlocking (PI/RRI/EI)
along with Multi Aspect Colour Light Signals have been progressively provided at
5,393 stations about 86% of Broad Gauge stations of Indian Railways, replacing
outdated Multi Cabin Mechanical Signalling system involving a large number of
human interfaces.
As on (in units)
Installation
31.03.2015 As on 31.02.16
Panel Interlocking (No. of stations) 4195 4107
Electric Interlocking (No. of stations) 842 1005
Route Relay Interlocking (No. of stations) 280 281
Interlocked Level Crossings Gates (Nos.) 10513 10776
3.1.1 Definition of Interlocking

Interlocking as given in GR 1.02(30) is an arrangement of signals, points
and appliances, operated from a panel or lower frame. So interconnected by
mechanical locking or electrical locking or both that their operation must take
place in proper sequence to ensure safety.
Interlocking may be defined as a technique, achieved through mechanical or

electrical means by which it is ensured that before a Signal is taken ‘OFF’, the
Route which the Signal controls is properly set, locked and held till such time the
entire Route is traversed by the Train and at the same time all the Signals and
Points, the operation of which would lead to conflicting movements, are locked
against the feasibility of such conflicting movements.
62
Interlocking is essential to ensure the Safety in Train Operations. It satisfies
the need of correct setting of the Route, its Locking and Retention (Holding),
till such time the contemplated movement is completed. Interlocking achieves
the requisite relationship between different entities in the Signalling Yard like
Signals, Points, Track circuits, Block Instruments etc and maintains it for the safe
movement of Trains.
The underlying principles envisaged and covered in the definition of Interlocking

are:
(i) Before a Signal is taken ‘OFF’, the Route (including the Overlap), which
a Train is to take, must be properly set and locked. This means, that
Points are set without any gap and each facing Point is so locked that it
holds during the passage of the Train, in spite of stresses created by the
movement of the Train.
(ii) The Route should be held till such time the Train traverses the entire
envisaged Route. This would mean that it shall not be possible to interfere
with the Route i.e. Points should remain in their last operated position and
Interlocked LC Gates falling in the Route, if any, should remain closed and
locked against the road traffic till the passage of the Train past these gears.
(iii) After having set the Route for a particular movement and taking ‘OFF’
the concerned Signal, it has to be ensured that Signals and Points,
the operation of which would lead to conflicting movements i.e. the
movements which cross each other’s paths including the possible
infringing movements, are locked in a position against such movements.
3.2 ESSENTIALS OF INTERLOCKING

Lever Frames and other apparatus provided for the Operation and Controls 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 Crossings 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
movement.
63
Clauses (i), (ii) and (iii) are to be rigidly complied with. Clause (iv), however,
permits certain exemptions in locking for flexibility in the yard. Safety, in any
case, is not compromised as clause (iii) provides for locking of all conflicting
movements in the yard and does not permit to take ‘OFF’ at the same time two
conflicting Signals.

(a) Please do not proceed until you have answered the following
Questions.
1. What is Interlocking and Why is it required?
Choose the correct answer by tick marking :

2. Interlocking enables the following:
(i) Interlocking does not allow to take ‘OFF’ a running Signal, if all Points
including Isolation are not correctly set, all facing Points are not locked
and all interlocked Level Crossings are not closed and locked against
public road for the line on which the Train will travel including the Overlap.
(ii) Interlocking does not allow to move any Points or Lock on the Route,
including Overlap and Isolation, nor to release any interlocked Gates,
after the Signal has been taken ‘OFF’.
(iii) Interlocking does not allow to take ‘OFF’ at the same time, any two fixed
Signals which can lead to any conflicting movements.
(iv) All the above (i), (ii) & (iii).
64
3.3 STANDARDS OF INTERLOCKING
On Indian Railways, Standards of Signalling & Interlocking have been classified
in four categories, depending upon the speed of running through Trains:
(i) Up to 50 Kmph: Standard-I.

(ii) Up to 110 Kmph: Standard-II.
(iii) Up to Kmph: Standard-III.
(iv) Up to 160 Kmph: Standard-IV
3.4 SUPERIORITY OF STANDARD-III /

STANDARD-IV INTERLOCKING
Standard-III / IV Interlockings are superior to both Standard-I and Standard- II
from the point of view of Efficiency and Safety for the following reasons:
(i) In Standard-I Interlocking, the Locking between Points and Signals

is not direct. Points are operated by the Ground Lever located near
the Points and locked by Key type Locks. Signals are operated from
a Lever Frame and Levers controlling Signals are released by the
respective Keys, released from Key Locks after setting the Points in
correct Positions. The transfer of released Keys manually or even through
Heppers Key Transmitters (HKT)s result in delay in operation of the
Signals. Also provision of the Isolation for the main Line is not mandatory
in Standard-I Interlocking. This Interlocking is, thus, not suitable for high
speed operations. The permissible speed for Standarad-I Interlocking
has, therefore, been limited to 50 Kmph only.
(ii) In Standard-II Interlocking, Plunger type Facing Point Locks (FPL) may
be used, which can be operated from the Cabin or from the Site itself. In
Standards-III and IV (Newly defined Standards), Points are to be centrally
operated and the locking between Points and Signals is required to be
direct. The permissible speed for Standarad-II Interlocking is limited to
100 Kmph. As regards the Isolation of Main line for adjacent lines, it is
mandatory in Standards-II, III and IV.
(iii) In Standard-II, III and IV, the Signalling now has to be of Multiple Aspect
type, Standard-III & IV to have essentially Four Aspects. In Standard-I,
however, Two-Aspect Signalling is still permitted and Starter Signals
are not compulsorily required. Starter Signals are essential for other
Standards of Interlocking, keeping in view the high speed of operation.
(iv) Track Circuiting of even Main Line is not mandatory in Standard-I
Interlocking. For Standard-II, Track circuiting of Run Through lines is
a necessity. In Standard-III, however, the requirement has now been
65
escalated to Track circuiting of complete Station Yard from First Stop
Signal (FSS) to Last Stop Signal (LSS).
(v) Safety of Train Operation in Standard-III and IV gets further enhanced
due to provision of means for verifying the Complete Arrival of Trains
before closing the Block section.
(vi) In Standard-IV, the added requirements are the Means of preventing
Driver from passing a Signal at ‘ON’ (Train Protection and Warning
System - TPWS) and of Interlocking of all manned Level Crossing Gates
on the section with full compliment of Signals.

1. Where Speeds upto 50 Kmph only are permitted, the Standard of
Interlocking shall be:
(i) Standard-I.
(ii) Standard-II.
(iii) Standard-III.
(iv) Standard-IV.
(v) Non-Interlocked.
2. Enumerate three main reasons which would establish the superiority of
Standard-III Interlocking over Standard-I & Standard-II.
66
3.5 TECHNIQUES OF INTERLOCKING
The following techniques are used for achieving Interlocking:
(i) Mechanical Interlocking:

(a) Indirect Type.
(b) Direct Type.
(ii) Electrical Interlocking:
(a) Using Electrical Locks.
(b) Using Relays.
(iii) Hybrid Interlocking - Using a combination of (i) & (ii) above.
(iv) Electronic Interlocking - Using Computers & Digital Electronics. We shall
discuss each of these in the following sub-sections.
3.5.1 Mechanical Interlocking

The simplest method of Interlocking is based on the manipulation of Key Locks.
The arrangement of Keys is usually such that each Point has two Locks. When
the Point is set and locked in one direction, say Normal, the Key from the ‘Normal
Lock’ can only be extracted and if the Point is set in the other direction i.e.
Reverse, the Key from ‘Reverse Lock’ can only be extracted. The appropriate Key
after being released from the Point can be used to unlock the Lever operating the
desired Signal. Since, the Key can not unlock the Lever pertaining to any other
Signal, only the correct Signal can be taken ‘OFF’. This type of Interlocking is
‘Indirect Locking’ between Signal and the Point. In case more than one Point is to
be operated, the Key released from the first point is used to unlock and operate
the second point and so on. The Key released from the last Point can then be
used from unlocking the Lever operating the appropriate Signal. The transfer of
Keys from Point to Point and then to Signal operating Lever cause delays. This
arrangement is, therefore, satisfactory only at Stations where traffic is very light.
Another method of Interlocking is the ‘Direct Interlocking’ between the Levers.

This type of Interlocking not only provides greater safety than the Key Locking
but also requires less manpower for its operation and is quicker. The main items
of Mechanical Interlocking are (a) Locking Frame, (b) Point Fittings, (c) Signal
Fittings and (d) Connecting Devices from the Locking Frame to the Point and
Signal Fittings.
The Locking Frame consists of a number of Levers which work the Points, Point
Locks, Detectors and Signals etc. The Levers are arranged together in a Row in
a Frame. The pulling of a Point lever operates the Point connected to it. Similarly,
pulling of a Signal Lever operates the Signal. Each Lever is attached to a Tappet,
a flat bar of mild steel, which has suitably shaped Notches to accommodate
Locks. The Locks are blocks of Cast Iron or Steel of specific shapes to suit the
67
corresponding Notches in Tappets. The Locks are provided in Locking Troughs
and move at right angles to the Tappets. Two or more Locks are connected
together with a Briddle Bar. When a Lever is pulled, the Tappet connected to
it moves in the ‘Tappet way’ of the Locking Trough. Due to wedge action, the
Lock accommodated in the Notch of the Tappet is pushed but at right angles to
the movement of the Tappet. This movement is transmitted to all other Locks
which are connected to this Lock through a Briddle Bar. Due to this movement,
the other Locks either get in to respective Notches of other Tappets or get out of
them, depending upon the type of Interlocking provided. In case the Lock enters
in to the Notch of the Tappet, it Locks the Lever connected to this Tappet. The
Lever is then locked in that position and can not be operated. If, however, the
Lock was earlier positioned in the Notch of the Tappet and is now pulled out of
the Notch, the Lever becomes free to be operated.
The Locking, provided in the Locking Trough, can be of the following types:
(i) Normal Locking: In this case the pulling of one Lever locks the other
Lever in the Normal position.
(ii) Reverse Locking or Release Locking: In this case the Normal position
of the Lever locks the other Lever also in the Normal position. But when
this Lever is pulled, the other becomes free to be pulled. Further, once the
second Lever is also pulled, the first Lever gets locked in the ‘Pulled’ or
‘Reverse’ position and can not be put back to Normal position, unless the
second Lever is first put back to Normal position.
(iii) Both Ways Locking: In this case a Lever once pulled locks the other
Lever in whatever position it is i.e. Normal or Pulled position.
(iv) Special or Conditional Locking: In this case the pulling of a Lever locks
the other only when a certain condition is fulfilled, say a third Lever being
in Normal position or pulled position as the case may be.
Figure 7.17 shows an inside view of Locking Trays in a small Lever Frame.
Notice the Locking Trough at the bottom containing the Tappets, Briddle Bars and
Locking Pieces.
Figure : 7.17: Inside View of Locking Trays in a Catch Handle Type Lever Frame
68
Figure 7.18 shows an installation equipped with Mechanical Lever Frame. Yard
layout can be noted on the top of Lever Frame for the guidance of Cabinman.
Figure : 7.18 A Catch handle Type Mechanical Lever Frame
3.5.2 Locking Table

Keeping in view the Essentials of Interlocking and the requirement of traffic,
Locking Tables are prepared by Signal Engineers. Locking Tables indicate the
arrangement of Interlocking to be provided for Levers in each Cabin i.e. which
Lever should interlock with which other Lever in each Cabin i.e. when a Lever
should interlock with other Levers and with what type of Locking i.e. Normal,
Reverse, Both ways or Conditional Locking.
A ‘Pull Sheet’ is prepared to assist the Leverman in remembering the sequence

in which the Levers have to be pulled. A ‘Pull Sheet’ is generally displayed in
each Cabin for the benefit of the Leverman to indicate which other Levers are
required to be pulled before any Lever is made free to be pulled.
3.5.3 Electrical Interlocking

Electrical Interlocking using ‘Electrical Locks’ and ‘Miniature Power Frames’
is now being phased out of the Indian Railways. It has now given way to all
Electrical Locking using Relays only for Interlocking and Push Buttons / Thumb
Switches for operation and is known as Relay Interlocking. Relay Interlocking
is of two types, namely ‘Route Relay Interlocking (RRI)’ and ‘Panel Interlocking
(PI)’. Relay Interlocking has the advantage of fast operation (quick setting of
Points and Signals) and trouble free maintenance. For example, in case of a
Mechanical Lever Frame if a Route with 10 Points has to be set, as many as 20
Levers have to be operated and this may take about three to four minutes. In
case of Relay Interlocking, the entire operation will be completed by pressing just
69
two Switches / Buttons and the Route will be set and Signal cleared in less than
a minute.
Figure 7.19 shows a Control-cum-Indication Panel (CCIP) employed in a Relay

Interlocking Installation at a small Wayside Station. Notice the Push Buttons for
Signal and Points Operations and Indications appearing on the Panel for a Set
Route.
Figure : 7.19 Operating & Indication Panels combined in to one at a

Relay Interlocking Installation
3.5.4 Hybrid Interlocking

Hybrid Interlocking is a mixture of Mechanical and Electrical Interlocking using
Relays.
3.5.5 Electronic Interlocking

Electronic Interlocking is also known as Solid State Interlocking (SSI). It uses
Microprocessors and Logic Circuits with Electronic components. The main
advantages of SSI are saving in building construction, saving in Relays and
greater flexibility in making Yard and Interlocking changes.

a. Please do not proceed until you have answered the following
Questions.
b. Write Your Answers in the space given below.
c. Check your Answers with the ones given at the end of this Unit.
70
1. Enumerate the Methods to achieve the Interlocking in a Signalling
Installation.
2. Enumerate the two main advantages of a Panel Interlocking Installation.
Choose the Correct A nswer:

3. Normal Locking between two Levers means:
(i) First lever, when pulled locks the second Lever in Normal position.
(ii) First Lever in its Normal position locks the second Lever in its Normal
position.
(iii) First Lever in its Normal position locks the second Lever in whatever
position it is lying.
(iv) First Lever, when pulled locks the second Lever in both positions.
3.6 ISOLATION
3.6.1 Purpose of Isolation

The term ‘Isolation’ denotes the condition in which a line for a particular
movement is separated from all adjoining lines connected to it in such a manner
that the Isolated Line cannot be fouled or interfered with by any movement
taking place on the adjoining lines. In simple terms, it means de-linking of a line
from adjoining lines to eliminate any chances of its being interfered with by any
movement taking place on other lines.
71
Isolation is compulsory in the following cases:
(i) A line on which Train movements at speeds higher than 50 Kmph are
permitted should be isolated from all connected lines.
(ii) Passenger lines should be isolated from all connected Goods lines and
Sidings, whatever the speed may be.
(iii) Passenger lines where Trains run at a speed of 50 Kmph or below need
not be isolated from other such Passenger running lines.
(iv) The Isolation of Goods Reception lines from Sidings is considered
desirable.
(v) One Goods Reception line need not be isolated from other Goods
Reception lines, when dealing with speeds of 50 Kmph and less. (vi)
Provision of sub-para (i) does not apply to:
(a) Junctions where two Block section lines meet at the same end of
a Station and the the Junction is equipped with full complement of
Signals.
(b) Block Stations where Track Circuits or other Appliances have been
provided to prove whether the connected non-isolated lines are clear
or occupied.
3.6.2 Requirements of Isolation for Different

Standards of Interlockings
(i) Standard-I Interlocking (Speed up to 50 Kmph): Provision of Isolation for
Main line is not mandatory.
(ii) Standard-II, III & IV Interlockings (Speeds up to 110 Kmph, 140 Kmph &
160 Kmph respectively): Line on which the Train is to run through should
be isolated from all other lines by setting of Points or other approved
means & Interlocking has to be such as to maintain this condition during
the passage of Train. Isolation can be provided by provision of Dead end
Sidings, Siding with Trap Points, Trap Points and Sand Humps.
3.7 INTER-CABIN CONTROL

Inter-Cabin Control, known as Slotting in generic term is an arrangement in
which taking ‘OFF’ of a Signal requires the releasing of a Control by a source or
sources other than its operating source. Signals, for convenience, are worked
from the nearest source but when they control lines, which extend into adjoining
territories, they are Slotted (also called Controlled) from Cabins / Locations
located in all such contiguous territories. Slotting Control includes the following:
(i) A Slotted Signal cannot be taken ‘OFF’, unless the Controls from all
remote locations have been operated.
72
(ii) It should be possible for any one of the Controlling Agencies to replace the
Signal to its most restrictive Aspect, should such a need arise in emergent
situations. This would also mean that other Signals, which are dependent
upon or released by the Slotted Signal should also be similarly slotted so
that Aspects displayed by all these Signals are in correspondence.
(iii) For one Slot clearance, only one clearance of Slotted Signal should
be possible. This is in line with the principle of one operation and one
clearance of a Signal. Second clearance of the Slotted Signal should
require granting of Slot from all the Controlling agencies, a second time.
As could be seen from the above, the purpose of ‘Slotting’ is one to ensure that
the Points located on the line controlled by the Signal, including the Overlap are
set correctly, Facing Points have been locked, LC Gate - if any in the Signal run
/ Overlap closed and locked against Road traffic and the line is clear before the
Signal is taken ‘OFF’, and these conditions are maintained until the movement is
completed. In other words, no other conflicting or fouling movement is allowed to
take place and the Points are not altered and LC Gate – if any is not opened until
the intended Train movement gets completed.
Example:
Refer to Figure 7.20. Home Signals ‘3’, ‘4’ & ‘5’ are worked from the Cabin ‘A’
for convenience but they lead into the territory, controlled by the Station Master
and Cabin ‘B’. The Block Instruments are located in Station Master’s Office and
he has an overall control over movements and is responsible for reception line
nominations. Before the Home Signal can be taken ‘OFF’ for any of the reception
lines, the line must be clear up to the far end Trailing Points and Signal Overlap
(SO) in advance of such Points. Home Signals are to be, therefore, Controlled
/ Slotted from Cabin ‘B’ as well as by the Station Master. As can be seen, the
Signal No. ‘3’ is controlled by lever no. ‘2’ of ‘B’ Cabin and Slide No. ‘2’ of SM’s
Slide Control Frame.
73
1. All Slotted Signals are provided with Post type Reversers.
2. Homes Controlled by ‘B’ Cabin & SM.
3. Outer Slotted from ‘A’ Cabin so that it goes to ‘ON’ when any of the
Homes is a placed to ‘ON’ by ‘B’ Cabin or SM.
4. Warner Slotted from ‘B’ Cabin & SM. Slots prove that the Route is set for
straight & all ‘DN’ Signals for the Main Line Including Advanced starter
have been taken ‘OFF’.
5. Advanced Starters Interlocked with Block Instruments & Controlled by
SM.
Figure : 7.20: Principles of Slotting
Check Your Progress 4: Note:

Questions.
Choose the correct  Answer:
1. Isolation of a Passenger Line from a Goods Line is considered compulsory,
if the speed of the Passenger Train exceeds:
(i) 15 Kmph.
(ii) 50 Kmph.
(iii) 75 Kmph.
(iv) Irrespective of the Speed.
2. Isolation is necessary:
(i) For all Main Lines.
(ii) For all Passenger Lines.
(iii) For Lines over which Trains run at speeds upto 50 Kmph.
(iv) For Lines over which Trains run at speeds higher than 50
Kmph.
Answer whether the following Statements are True or False:
3. A Slotted Signal can be taken ‘OFF’ only when all the Controlling Agencies
of this Signal have released their Control. ( )
4. Slotted Signal returns to Danger position as soon as a Control is withdrawn
from any of the Controlling Agencies. ( )
5. Isolation is mandatory in all forms of Interlocking. ( )
6. Isolation is not required at Junction Stations. ( )
74
3.8 TRACK CIRCUIT
A Track circuit is an Electrical circuit of which the running Rail of a Railway track
forms a part. It is employed for indicating the presence of Trains and thereby
for controlling Signalling and Block equipments. In a track circuit, a portion of
rail track is electrically isolated from adjoining rails and included in a circuit to
energise a relay. The occupation or vacancy of the track portion is detected by
the condition of track relay.
Track circuit essentially consists of an insulated section of running Rails into one
end of which is fed a Source of Electrical energy and a Relay is connected at
the other end to complete the Electrical circuit. According to the nature of Supply
source, the Track circuits are categorised as DC Track circuits, AC Track circuits
and Electronic Track circuits.
As on (in units)
Installation
31.03.2015 As on 31.02.16
Track Circuiting (No. of locations) 31073 31737
3.8.1 DC Track Circuits

Schematic representation of a simple DC Track circuit of the type, which is in
use in majority of cases in non-Electrified areas on Indian Railways, is shown in
Figure 7.21. It entails:
Figure : 7.21 Schematic Representation of a Simple DC Track

Circuit
75
(i) Insulating the two Rails of a portion of track from each other by providing
insulated Fish Plates so as to isolate the section electrically from the
adjacent sections. Insulated Joints are used for this purpose between
Fish Plates & Rail and between two ends of the Rails.
(ii) Making two Rails of the section to become good conductors by providing
‘Bond (made of conducting wires) at intermediate Rail ends.
(iii) Connecting the Battery feed at one end of the section.
(iv) Connecting a Relay at the other end of the section.
As seen, the current flows from the Battery through the variable feed Resistance,
which regulates the flow of current, via the positive Rail to the Track Relay. It
passes through the Relay winding, causing the Relay to be energised and to
close its Front contacts from whence it returns through the negative Rail to the
Battery. When a Train passes over the section or is standing on it, it causes the
current to be short circuited through the Wheels and Axles of the Train whose
electrical Resistance is negligible compared with that of the winding of the
Track Relay. The feed to the Relay is cut off which Drops Away. Relay in such
a situation is bypassed or ‘Shunted’ with no current passing through it. De-
energised condition of the Relay is used to provide the Indication in the Cabin or
on the Operating Panel to indicate that the concerned Track section is occupied.
This condition is used in Signalling Selection circuits to ensure that a Signal is not
cleared to provide a path for a Train on this Route, which is occupied by some
other Vehicle, or Train.
The configuration of DC Track circuit shown is a Fail-safe Device, wherein even

failure of the Track circuit – be it caused by opening of a Bond wire or open
connection in Battery feed or Relay circuit or even by break in Rails (which may
be due to a clear fracture or removal of a portion) will result in dropping of the
Track Relay and non-clearance of the Signal.
3.8.2 AC Track Circuits

In AC Track circuits, the source of Electrical Energy fed at feed end is of type AC.
AC Track circuit is normally used only in Electric Traction areas, particularly so in
DC Traction area, except in a few rare cases in non-Electric Traction territories,
which are subject of DC interference. It is also possible to work AC Track circuits
with AC Traction also, provided the Track circuit supply frequency does not have a
Harmonic relation with the Traction Power frequency of 50 Hz. 83S! Hz. Frequency
is chosen for this purpose and these Track circuits are used in AC Traction areas
including the places, where DC Electric Traction ends and AC Traction starts.
Train’s occupation goes undetected. Hence, it is not used currently.
3.8.3 Electronic Track Circuits

Audio Frequency is usually used in Electronic Track circuits, which could be in
the range 1,500 Hz. to 20 KHz., depending upon the type of equipment. These
76
Track circuits are of Joint-less type, the Joint separating two Track circuits being
an Electronic Separation Joint (ESJ).
3.9 AXLE COUNTERS

In the case of a Track circuit, the two Rails of the Track are required to be
insulated from each other. Hence an essential requirement for setting up of a
Track circuit is the use of Wooden or Concrete Sleepers. The acute scarcity of
Wooden Sleepers and limited availability of Concrete Sleepers have compelled
Signal Engineers to look for other means of Vehicle Detection, not depending
upon the Insulated Sleepers under the Rails. Axle Counters form one such
effective and now proven method, used by Railways all over the World, to
monitor the specified section of track for the presence of Vehicle.
3.9.1 Classifictions
1. Analog Axle Counters
2. Digital Axle Counters
The numbers of Axles entering a specified portion of track at one end and leaving
at the other end are counted Electrically / Electronically and if the ‘In- count’ and
the ‘Out-count’ tally, the section is deemed to be clear of the presence of vehicles.
A pair of Axle Counters is installed at either end of the track and as a Train
enters the track section from one end, the number of Axles entering the section
are electrically / electronically counted. Similarly, when the Train leaves the
track section at the other end, the Axles are counted again at the other end.
If the same number of Axles are counted at both the ends, it indicates that
the complete Train has vacated the section and the section is free. In case of
unequal counts, the section is declared as still occupied.
Axle Counter is a Fail-safe Device and any failure of its components or

connecting Accessories creates situations of an occupied section, even though
section may be actually free from Vehicles. Axle counters were developed as a
substitute for track circuit by RDSO with IIT Delhi & DOE.
Installation As on (in units)

31.03.2015 As on 31.02.16
Last Vehicle Check by Axle Counter 4585 4640
(No. of Block Sections)
3.10 AXLE COUNTER VS. TRACK CIRCUITS

(i) Unlike Track circuits, the functioning does not get influenced by the
Ballast Resistance of the track, which is dependent on atmospheric
77
conditions. This is a real welcome feature to enhance the reliability of
Train Detection Schemes.
(ii) Axle Counters do not require Wooden Sleepers, can handle practically
unlimited lengths of track sections and can operate reliably under
conditions of poor Ballast Resistance.
(iii) Axle Counters can be the means of Train Detection on tracks, which can
not be adequately insulated.
(iv) Compared to Track circuits, the functionality of Axle Counters is more
complex and consequently the Axle Counter equipment cost compared
with traditional DC Track circuit is on higher side. However, taking in
account the Life cycle costs including those related to Civil Engineering
Works and associated delay in commissioning of projects, Axle Counters
have proved to be cost effective.
(v) Reliability in functioning of Axle Counters is of utmost importance, as
un-reliable Axle Counters would need to be reset frequently. This shall
not only cause operational problems by delaying Trains but also pose
a potential Safety Risk through frequently required human intervention.
Today’s Axle Counters, however, meet the highest Safety Integrity Level
‘SIL-4’ of CENELAC.
(vi) An axle counter system can cover a very long section up to 15 kms
compared to 750 metres of maximum length of operation of conventional
track circuit.

Questions.
1. Enumerate the types of Track circuits used on Indian Railways.
78
Answer whether the following Statements are True or False:
1. A DC Track Circuit uses Insulation Joints to demarcate the portion of
running Rails required to be Track circuited. ( )
3. When a Track Relay drops, it indicates that the Track circuit is un- occupied.
( )
4. Audio Frequency Track Circuit is a Joint Less Track Circuit, the Joint
separating the two Track circuits being an Electronic Separation Joint
(ESJ). ( )
5. Axle Counters can be used on a Railway Track, not equipped with either
Wooden or Concrete Sleepers. ( )
6. Functioning of both – the Track circuit as also the Axle counters is
influenced by the Ballast Resistance of the Track. ( )
3.11 LET US SUM UP

Interlocking is a technique, achieved through mechanical or electrical means by
which it is ensured that before a Signal is taken ‘OFF’, the Route which the Signal
controls is properly set, locked and held till such time the entire Route is traversed
by the Train and at the same time all the Signals and Points, the operation of
which would lead to conflicting movements, are locked against the feasibility
of such conflicting movements. Interlocking achieves the requisite relationship
between different entities in the Signalling Yard like Signals, Points, Track circuits,
Block Instruments etc and maintains it for the safe movement of Trains.
On Indian Railways, Standards of Signalling and Interlocking have been classified

in four categories, depending upon the speed of running through Trains:
(i) Up to 50 Kmph: Standard-I.

(ii) Up to 110 Kmph: Standard-II.
(iii) Up to140 Kmph: Standard-III.
(iv) Up to160 Kmph: Standard-IV.
In Standard-I Interlocking, the Locking between Points and Signals is not direct.
In Standard-II Interlocking, Plunger type Facing Point Locks (FPL) may be
used, which can be operated from the Cabin or from the Site itself. In Standard-
III & IV, Points are to be centrally operated and the locking between Points and
Signals is required to be direct. As regards the Isolation of Main line for adjacent
lines, it is mandatory in Standards-II, III and IV.
In Standards-II, III and IV, the Signalling has to be of Multiple Aspect type,
Standard-III and IV to have essentially Four Aspects. In Standard-I, however,
Two-Aspect Signalling is still permitted.
79
Track Circuiting of even Main Line is not mandatory in Standard-I Interlocking.
For Standard-II, Track circuiting of Run Through lines is a necessity. In Standard-
III, however, the requirement has now been escalated to Track circuiting of
complete Station Yard from First Stop Signal (FSS) to Last Stop Signal (LSS).
Safety of Train Operation in Standard-III and IV gets further enhanced due to

provision of means for verifying the Complete Arrival of Trains before closing the
Block section.
In Standard-IV, the added requirements are the Means of preventing the Driver
from passing a Signal at ‘ON’ (Train Protection and Warning System - TPWS)
and of Interlocking of all manned Level Crossing Gates on the section with full
compliment of Signals.
As can be visualised, Standard-III / IV Interlocking are superior to both

Standard-I and Standard-II from the point of view of Efficiency and Safety.
The Locking can be of combination of four types - Normal Locking, Reverse

locking, Bothways Locking and Conditional Locking.
In Normal Locking, the pulling of one Lever locks the other Lever in the Normal
position.
In Reverse Locking, the Normal position of the Lever locks the other Lever also
in the Normal position. But when this Lever is pulled, the other becomes free
to be pulled. Further, once the second Lever is also pulled, the first Lever gets
locked in the ‘Pulled’ or ‘Reverse’ position and can not be put back to Normal
position, unless the second Lever is first put back to Normal position.
In Both Ways Locking, a Lever once pulled locks the other Lever in whatever
position it is i.e. Normal or Pulled position.
In Conditional or Special Locking, the pulling of a Lever locks the other only
when a certain condition is fulfilled, say a third Lever being in Normal position or
pulled position as the case may be.
Locking Tables indicate the arrangement of Interlocking to be provided for

Levers in Mechanical Lever Frames. In Electrical Signalling Installations,
the Locking is achieved with the help of Signalling Relays, inter-woven in to
Signalling Circuits, which again provide the arrangement of operation of various
Relays in a pre-determined manner to achieve the desired Interlocking.
There are two other important concepts - Isolation and Slotting of Signals,
which are to be religiously followed, while designing an Interlocking System.
The term ‘Isolation’ denotes the condition in which a line for a particular
movement is separated from all adjoining lines connected to it in such a manner
that the Isolated Line cannot be fouled or interfered with by any movement taking
place on the adjoining lines.
Isolation is compulsory for a line on which Train movements at speeds higher

than 50 Kmph are permitted. Also, Passenger lines are required to be isolated
80
from all connected Goods lines and Sidings, whatever the speed may be.
Passenger lines where Trains run at a speed of 50 Kmph or below need not be
isolated from other such Passenger running lines.
The Isolation of Goods Reception lines from Sidings is considered desirable.
Isolation of Junctions, where two Block section lines meet at the same end of a
Station is not required provided the Junction is equipped with full complement of
Signals.
Isolation can be provided by provision of Dead end Sidings, Siding with Trap
Points, Trap Points and Sand Humps.
Slotting is an arrangement in which taking ‘OFF’ of a Signal requires the releasing

of a Control by a source or sources other than its operating source. Slotting Control
ensures that a Slotted Signal can be taken ‘OFF’, only when the Controls from
all its Controlling Agencies have been released. Slotting Control also makes it
possible for any one of the Controlling Agencies to replace the Signal to its most
restrictive Aspect, should such a need arise in emergent situations.
Track Circuit is an Electrical / Electronic Circuit provided to Detect the

presence of a Vehicle on a portion of track, the Rails of the track forming part of
the Circuit.
Axle Counters are also used to detect the presence of a Vehicle on a portion of
track. It is a Device, which when provided at two given points on the track, proves
by counting Axles in and Axles out whether the section of track between the said
two points is Clear or Occupied.

CYP 1:
1. Interlocking is a technique, achieved through mechanical or electrical

means by which it is ensured that before a Signal is taken ‘OFF’, the Route
which the Signal controls is properly set, locked and held till such time the
entire Route is traversed by the Train and at the same time all the Signals
and Points, the operation of which would lead to conflicting movements, are
locked against the feasibility of such conflicting movements.
Interlocking is essential to ensure the Safety in Train Operations.
It satisfies the need of correct setting of the Route, its Locking and
Retention (Holding), till such time the contemplated movement is
over. Interlocking achieves the requisite relationship between different
entities in the Signalling Yard like Signals, Points, Track circuits, Block
Instruments etc and maintains it for the safe movement of Trains.
Correct Answer:
2. (iv).
81
CYP 2:
Correct Answer:
1. (i).
2. Standard-III Interlocking is superior to Standard-I & Standard-II for the
following reasons:
(i) Signalling in Standard-III Interlocking has to be essentially of
4-Aspect type, whereas in Standard-I & II it can be of 2-Aspect type.
Multiple Aspect Signalling is much superior to 2-Aspect Signalling
both from Safety and Speed points of view.
(ii) In Standard-III Interlocking, Points are to be centrally operated
and locking between Points & Signals is required to be direct. In
Standard-I Interlocking, the Locking between Points and Signals is
not direct. Points are usually locked through Key Locks. In Standard-
II, Facing Point Locks are used but these can be operated either
from the Cabin or from Site itself, the Locking between Points and
Signals not necessarily being of direct type.
(iii) In Standard-III, Track circuiting of complete Station Yard from FSS
to LSS is necessary. In Standard-I, Track circuiting of even Main line
is not mandatory. In Standard-II, track circuiting of only Run-through
line is a necessity. Standard-III, therefore, significantly enhances the
safety in Train Operations.
(iv) Means for verifying the Complete Arrival of Trains, before closing the
Block section, are provided, which is not the case with Standard-I/II
Interlockings.
CYP 3:
1. Following methods are used for achieving Interlocking:

(i) Mechanical Interlocking – Direct or Indirect type.
(ii) Electrical Interlocking – Using Electrical Locks or using Relays.
(iii) Hybrid Interlocking - Using a combination of (i) & (ii) above.
(iv) Electronic Interlocking, using Fail-safe Techniques.
2. Main advantages of a Panel Interlocking Installation:
(i) Fast Operation - Quick setting of Points and thereafter clearance of
Signals.
(ii) Centralised Operation and Availability of means for verification of
Complete Arrival of a Train.
Correct Answer:
3. (i).
82
CYP 4:
Correct Answer:
1. (iv). 2. (iv).
True / False:
3. True. 4. True. 5. False. 6. True.
CYP 5:
1. Types of Track circuits used on Indian Railways:

(i) DC Track circuits.
(ii) AC Track circuits.
(iii) Electronic Track circuits.
True / False:
2. True. 3. False. 4. True. 5. True. 6. False.
UNIT END QUESTIONS
Q. 1 State the ‘Essentials of Interlocking’.

Q. 2 How many Standards of Interlocking are there? What are the permissible
speeds in each case?
Q. 3 Describe briefly how Mechanical Interlocking between Levers is
achieved?
Q. 4 What do you understand by the Term ‘Inter-slotting between Cabins’?
Why is it provided?
Q. 5 Define the Term ‘Isolation’. Where its provision is considered compulsory
and where it is desirable?
Q. 6 Justify the following Statement: ‘Standard-III/IV Interlocking is superior to
both Standard-I & Standard-II’ from the point of view of Efficiency and Safety.
Q. 7 What is a Track circuit? How does it detect the presence of a Train?
Q. 8 Compare Track circuits and Axle Counters with regard to their
functionalities.
Q. 9 Choose the Correct Answer : Axle Counters:
(i) Detect Presence or absence of a Vehicle on the Track section.
(ii) Detects Number of Defective Axles in a Train.
(iii) Counts the Number of Wagons / Coaches passing at the Detection
Point, where Axle counter has been installed.
Counts the Number of Axles passing at the Detection Point, where
Axle counter has been installed.
83
84
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Aspects of Railway
Functioning
UNIT-4
Systems of Train Working
Structure
4.0 Objectives
4.1 Introduction
4.2 Types of Train Working Systems
4.2.1 One Train or One Engine only System
4.2.2 Train Staff and Ticket System
4.2.3 Pilot Guard System
4.2.4 Following Train System
4.2.5 Absolute Block System
4.2.6 Automatic Block System
4.3 Classification of Stations
4.4 Essentials of Absolute Block System
4.5 Essentials of Automatic Block System
4.5.1 Automatic Block System on Double Lines
4.5.2 Automatic Block System on Single Lines
4.6 Signals in Absolute Block Signalling Territories
4.6.1 Home Signal
4.6.2 Outer Signal
4.6.3 Warner Signal
4.6.4 Distant Signal
85
4.6.5 Starter Signal
4.6.6 Advanced Starter Signal
4.7 Signals in Automatic Signalling Territories
4.7.1 Automatic, Semi-Automatic and Manual Signals
4.7.2 Aspects and Indications of Signals in Automatic Block Signalling
4.7.3 Rules of Passing Automatic Signals at ‘ON’ Position
4.8 Methods of Block Working
4.8.1 Token Block Working
4.8.2 Tokenless Block Working
4.8.3 Block Working on Double Lines
4.9 Let Us Sum Up
Unit End Questions
4.0 OBJECTIVES
(i) List out and differentiate between the various Systems of Train Working,
defined in the General Rules of Indian Railways.
(ii) Distinguish Clearly between the Absolute and Automatic Block Systems of
working and how they are implemented.
(iii) Define the purpose of different Signals used in Absolute and Automatic
Block Systems.
(iv) Understand the Methods of Block working and the Safety features
provided in Block Instruments for Single and Double Lines.
4.1 INTRODUCTION
In the preceding three Units, we discussed the essentials of Signalling and
Interlocking and how these two inseparable constituents of a Signalling System
interface with each other. In this Unit, we have discussed the third dimension
in the Operation of Trains viz. the Systems of Train Working. We have also
discussed the kinds of Signals used in the two most commonly used Systems
of Train working on Indian Railways viz. Absolute Block System and Automatic
Block System and how the two Systems are implemented.
4.2 TYPES OF TRAIN WORKING SYSTEMS

System of Train Working means the System followed for the time being for
Operation (working) of Trains between two Block Stations on a Railway. General
86
Rules of Indian Railways permit the following Systems of Train working. General
Rules are the Rules, which have been prescribed by the Government for Public
Carriage of Passengers and Goods.
(i) One Engine Only System.

(ii) Trains Staff and Ticket System.
(iii) Pilot Guard System.
(iv) Following Train System.
(v) Absolute Block System.
(vi) Automatic Block System.
In all the above Systems of Train working, no Train can leave a Block Station,
unless an ‘Authority to Proceed’ under the System of working is given to the Driver.
Out of the above Six Systems of Train working, Absolute Block System and
Automatic Block System are in use on most of the sections on Indian Railways.
Both the Systems are based on maintaining a ‘Space Interval’ between two
consecutive Trains.
4.2.1 One Train or One Engine only System

In ‘One Train or One Engine only’ System, only one Train is allowed in the section
at a time. ‘Authority to Proceed’ is a ‘Token’ to the Driver. Safety of the System
is based on the fact that the same object (Token) cannot be in two places at the
same time. The System is applicable for short shuttle working of Trains on short
Single line Branch line sections.
4.2.2 Train Staff and Ticket System

‘Train Staff and Ticket’ System allows any number of following Trains to be sent
in the same direction. The Stations at both ends of the section have stock of
specially printed Tickets. When more than one Train is to pass through a section
in the same direction, the Drivers of all Trains except the last one are given
Tickets as ‘Authority to proceed’ and the last Train takes the ‘Staff’ which is, in
fact, the key of the Ticket Box and functions as the Direction Regulator. When
the ‘Staff’ is received at the Station at the other end of the section, it can be
utilised to unlock the Ticket Box and use the Tickets to send the Trains from other
direction. The ‘Staff’ is so interlocked with the Ticket box that it cannot be taken
out unless the Ticket box is locked. This ensures the safety in Block Operation.
4.2.3 Pilot Guard System

Instead of ‘Staff’ in ‘Train Staff and Ticket’ System, a Railway man can be
nominated to fulfill the same function i.e. either to accompany the Train or give a
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‘Ticket’ personally. This constitutes the ‘Pilot Guard’ System. Pilot is identified by
his Dress and Badge that he wears.
4.2.4 Following Train System

In the ‘Following Train’ System, Trains are allowed to follow each other in quick
succession on the same line at prescribed interval of time. In this System,
granting of ‘Line Clear’ is needed from the Station in advance for the first Train to
enter into the System.
4.2.5 Absolute Block System

In ‘Absolute Block System’, the Space Interval maintained between two Trains
is called a ‘Block section’ and only one Train at a time is allowed to remain in
one Block section. There are Block Stations at each of the end of the Block
Section and entry in to the Block section from either end is secured by the Station
Masters, posted at these Stations. Station Masters use Block Instruments to obtain
Permission to Approach prior to allowing a Train to enter in the Block section. Para
8.01 of General Rules stipulates the essential requirements of the system.
4.2.6 Automatic Block System

In ‘Automatic Block System’ of working, the Space Interval is called the
‘Automatic Signalling section’ and contrary to the Absolute Block System of
working, the ‘Space Interval’ in this mode of working is secured automatically
by the travel of a Train into, through and out of the Signalling section. Each
Automatic Signalling section is protected by a Stop Signal at its entry point and
this Signal cannot assume an ‘OFF’ Aspect unless the Signalling section and
Overlap beyond it are clear.
4.3 CLASSIFICATION OF STATIONS

The General Rules also permit the Stations to be classified as ‘A’, ‘B’, ‘C’ and ‘D’
Class Stations.
‘A’ Class Stations permit a second Train to enter into a section only after the
previous Train has cleared the Starter of the next Station.
‘B’ Class Stations are on sections where shunting was permitted in the face of
an approaching Train. A Shunting Limit Board (SLB), Block Section Limit Board
(BSLB), or an Advance Starter is provided to demarcate the point up to which
Shunting was permitted.
Class ‘C’ Stations are merely Block Posts where Trains are not booked to stop.
A second Train in the same direction is permitted only when the previous Train
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has cleared an Adequate Distance beyond the Home Signal and is continuing its
journey. Such Stations are, generally, adopted for splitting long Block sections
and have no crossing facility.
Class ‘D’ Stations are of the non-Block type Flag Stations and usually have no
Signals. They are used only for the purpose of en-training and de-training the
passengers or to control the movements of Goods Trains into a Siding situated
between the Block Stations.
4.4 ESSENTIALS OF ABSOLUTE

BLOCK SYSTEM
Where Trains are worked on the Absolute Block System:
(i) No Train is allowed to leave a Block Station unless Line clear has been
received from the Block Station in advance, and
(ii) On Double lines, such Line Clear shall not be given unless the line is
clear, not only upto the First Stop Signal (FSS) at the Block Station at
which such Line Clear is given, but also for an Adequate Distance (AD)
beyond it.
(iii) On Single lines, such Line Clear shall not be given unless the line is clear
of Trains running in the same direction, not only upto the First Stop Signal
(FSS) at the Block Station at which such Line Clear is given, but also for
an Adequate Distance (AD) beyond it, and is clear of Trains running in the
direction towards the Block Station to which such Line Clear is given.
Unless otherwise directed by approved Special Instructions, the Adequate
Distance (AD) referred to in clauses (ii) & (iii) above shall not be less than:
(i) 400 metres in case of two Aspect Lower Quadrant Signalling or two
Aspect Colour Light Signalling, and
(ii) 180 metres in case of Multiple Aspect (MAUQ or MACL) or Modified
Lower Quadrant (MLQ) Signalling.
The above Adequate Distance (AD) is termed as Block Overlap (BO).
The essence of Absolute Block System lies in the fact that only one Train can
remain in one Block section at a time. On Double line sections, as Trains follow in
the same direction one after the other, there are no opposing Trains on the same
Rail section. On Single lines, however, Trains are to be run on the same Rail
section from both the sides and hence it is essential to ensure that when Trains
are running in one direction in a Block section, there is no Train allowed to run in
the opposite direction.
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4.5 ESSENTIALS OF AUTOMATIC
BLOCK SYSTEM
4.5.1 Automatic Block System on Double Lines

Where Trains on a Double Line are worked on the: Automatic Block System:
(i) The line shall be provided with continuous Track Circuiting or Axle
Counters,
(ii) The line between two adjacent Block Stations may, when required, be
divided into a series of Automatic Block Signalling sections each of which
is the portion of the running line between two consecutive Stop Signals,
and the entry into each of which is governed by a Stop Signal, and
(iii) The Track circuits or Axle Counters shall so control the Stop Signal,
governing the entry into an Automatic Block Signalling section that:
(a) The Signal shall not assume an ‘OFF’ Aspect unless the line is
clear not only up to the next Stop Signal in advance but also for an
Adequate Distance (AD) beyond it, and
(b) The Signal is automatically placed to ‘ON’ as soon as it is passed by
the Train.
Unless otherwise directed by approved Special Instructions, the Adequate
Distance referred to in 3.1 (iii) above shall not be less than 120 metres.
4.5.2 Automatic Block System on Single

Lines
Where Trains on a Single Line are worked on the Automatic Block System:
(i) The line shall be provided with continuous Track Circuiting or Axle
Counters.
(ii) The Direction of Traffic shall be established only after the Line Clear has
been obtained from the Block Station in advance.
(iii) A Train shall be started from one Block Station to another only after the
Direction of Traffic has been established.
(iv) It shall not be possible to obtain Line Clear unless the line is clear, at the
Block Station from which Line Clear is obtained, not only upto the First
Stop Signal (FSS) but also for an Adequate Distance beyond it.
(v) The line between two adjacent Block Stations may, where required, be
divided into two or more Automatic Block Signalling sections by provision
of Stop Signals.
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(vi) After the Direction of Traffic has been established, movement of Trains
into, through and out of each Automatic Block Signalling section shall be
controlled by the concerned Automatic Stop Signal and the said Automatic
Stop Signal shall not assume ‘OFF’ position unless the line is clear upto
the next Automatic Stop Signal, provided further that where the next Stop
Signal is a Manual Stop Signal, the line is clear for an Adequate Distance
beyond it, and
(vii) All Stop Signals, against the direction of traffic shall be at ‘ON’. Unless
otherwise directed by approved Special Instructions, the Adequate
Distance referred to in clauses (iv) and (vi) above shall not be less than
180 metres.
Signals used to control Trains differ in the two Systems of working.

Questions.
1. Enumerate the Systems of Train Working permitted on Indian Railways.
2. Distinguish between the ‘Absolute Block’ and ‘Automatic Block’ Systems

of Train Working.
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Choose the correct  Answer:
3. Shunting Limit Board is provided only in:
(i) Class ‘A’ Station on S/Line.
(ii) Class ‘A’ Station on D/Line.
(iii) Class ‘B’ Station on S/Line.
(iv) Class ‘B’ Station on D/Line.
(v) Class ‘B’ Station - both on S/Line & D/Line.
(vi) Class ‘A’ Station - both on S/Line & D/Line.
4. Block Overlap in 2-ALQ Signalling Territories is:
(i) 400 m.
(ii) 180 m.
(iii) 120 m.
(iv) 580 m.
4.6 SIGNALS IN ABSOLUTE BLOCK

SIGNALLING TERRITORIES
In Absolute Block System, the Signals are designated as Outers / Warners /
Distants / Inner Distants / Homes / Routing Homes and Starters / Intermedi-
ate Starters / Advance Starters. Outer / Warner / Distant / Inner Distant and
Home / Routing Home fall under the category of Reception Signals and Starter /
Intermediate Starter / Advance Starter under the category of Dispatch Signals.
Home is the First Stop Signal (FSS) at a Station, where Outer is not provided.
Where Outer is provided, it becomes the FSS. Similarly, Starter is the Last Stop
Signal (LSS) where Advance Starter is not provided and where Advance Starter
is provided, it becomes the LSS. LSS is the Signal, which controls the entry of
the Train in to the Block section in Absolute Block System of working. It is this
Signal which is interlocked with the Block Instrument and can not be taken ‘OFF’
unless (a) Permission to approach has been obtained from the Block Station in
advance, and (b) The Line is clear not only up to FSS at Station in advance but
also an Adequate Distance (called Block Overlap) beyond it.
4.6.1 Home Signal

A Station is a terminating point for the Trains and the Signal, which gives entry to
the homing point, is called the Home Signal. At Stations, where there are more
than one homing lines, more than one Home Signals are provided, one for each
line. Usually, such Homes are provided with either Junction / Route Indicator or
on a Gantry or on Bracketed Signal posts.
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The Home Signal is the ‘First Stop Signal’ (FSS) at a Station at which an Outer
is not provided and the second where an Outer is provided. Home is placed
outside all Point connections and is intended to protect divergent Junctions or the
Junctions met with while entering a Station yard.
4.6.2 Outer Signal

Outer Signal is a Stop Signal in approach to a Home Signal. Outer Signal
becomes the FSS in 2-Aspect LQ Signalling. Such a placement of FSS without
any pre-warning places lots of strain on the Driver. He has to be in look out of this
Signal constantly to keep his Train under control, should the Signal be in ‘ON’
position. Often a Driver has to slowdown to pick up the Aspects of this Signal.
This is particularly so in the nighttime when visibility is poor, more so in foggy or
stormy weather.
Outer Signal is located not less than Block Overlap (BO) (400 metres in 2- Aspect
Signalling) in the rear of the point upto which shunting is needed or upto which a
line may be obstructed after permission to approach has been given to a Station
in the rear. Such a Signalling is not good for high speeds.
Outer Signal can be placed on a separate post by itself or can be combined with
a Warner Signal, in case of Two-Aspect LQ Signalling.
4.6.3 Warner Signal

In Two-Aspect and Modified Lower Quadrant (MLQ) Signalling, Warners are
generally used to indicate that a Train may run through a Block Station on the
main line at maximum permissible speed. Warner is located at Braking Distance
(Normal Braking Distance ‘NBD’ + Reaction Time ‘RT’), in rear of the Stop Signal
in advance except:
(a) In ‘B’ Class, where Warner is located below the Outer, and
(b) In MLQ Signalling, where Warner is located below the Main Home.
Warner comes in the category of a ‘Permissive Signal’. In ‘A’ class Stations, it is
the first Signal which the Driver has to encounter. Being a Permissive Signal, it
can be passed in ‘ON’ position. ‘ON’ position of the Warner, however, does not
provide any firm indication to the Driver. Outer may be in ‘ON’ or ‘OFF’ position.
‘OFF’ position of Warner, however, does indicate to the Driver that he is running
through the approaching Station.
4.6.4 Distant Signal

In MAUQ and MACL Signalling, Distant Signals are employed with a possible
maximum of three aspects - Caution, Attention and Proceed. Distant Signals
repeat the Aspects of Stop Signals in advance, making MAUQ and MACL
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Signalling as the Signalling scheme in which each and every Signal is pre-
warned by the Signal in rear. Distant Signal is located at Braking Distant (NBD
+ RT), in rear of the Stop Signal in advance. Distant Signals, unlike Warners, do
not indicate run through condition.
In MLQ signalling also, Distants are used for the purpose of pre-warning the
Aspect of the Signal in advance but carry only Two- Aspects - Yellow (Caution)
and Green (Proceed).
On high-speed routes, two Distant Signals are provided. The outermost Signal
is usually called ‘Distant’, and is followed by ‘Inner Distant’. Suite of Reception
Signals in such cases may consist of Distant, Inner Distant, and Home and
Routing Home Signals.
4.6.5 Starter Signal

Starter Signals are located at the Fouling Mark at the leaving ends of the
departure lines or where required at Signal Overlap (SO) in rear of the Fouling
Mark. One Starter Signal is usually provided for each Departure line.
Where Advance Starter Signal is not provided, the Starters are interlocked with
the Block Instruments and become the Last Stop Signals for the station.
4.6.6 Advanced Starter Signal

Advance Starter Signal is the Last Stop Signal (LSS) of the Station. It is
interlocked with the Block Instruments. LSS should not assume the ‘OFF’ Aspect,
unless permission to approach has been obtained from the Station in advance.
On Double line section, LSS in OFF position, by itself, becomes the authority
to proceed to the Driver, and since only one Train is allowed to enter into a
Block section on one ‘Line Clear’, it is to be essentially replaced to ‘ON’ position
automatically by the passage of the Train. This is done by providing a short 2-rail
length Track circuit beyond the LSS and proving the pick up contact of this Track
circuit in the controlling circuit of this Signal.
On single lines also, LSS should be interconnected with the Block Instruments
to ensure that it assumes ‘OFF’ aspect only when the Block section ahead is
clear for the particular Train. However, on Token territories, LSS on single lines
is usually taken to ‘OFF’ position only when the ‘Token’ is delivered to the Driver.
This is to avoid situations of Driver entering in to the Block section, seeing LSS in
‘OFF’ position, without the ‘Token’.
Last Stop Signals cannot be taken ‘OFF’ for shunting operations. Where Advance
Starter Signals are provided, Starter Signals are usually employed for shunting
94
operations. In MAUQ Signalling, 450 Aspect and in MACL Signalling, the Caution
‘Y’ Aspect is used for shunting purposes.
As important function of Starter Signals is that they prove isolation of the main
line for run through trains. An important function of Advance Starter Signal is to
hold the route in rear which otherwise could be altered after the Starter is put
back to ‘ON’.
On Double lines, earlier, on some busy sections, Advance Starter Signal was
placed more than a Train length away from the Starter Signal so that a Train
could be drawn ahead and held at the Advance Starter Signal to release a
reception line for the reception of a following Train. This practice has now been
done away with and at all such locations, where Advance Starter was placed to
facilitate drawing of a Train ahead after its reception, Advance Starter Signal has
been re-located to its usual position.
At some of the Junction / major Stations, more than 2 sets of Departure Signals
are provided. In such a situation, the Signal provided between the Starter and
Advance Starter Signals is named as ‘Intermediate Starter’ Signal.
4.7 SIGNALS IN AUTOMATIC

SIGNALLING TERRITORIES
Three types of Signals are in use in Automatic Signalling territories:
(i) Automatic Signal.
(ii) Semi Automatic Signal.

(iii) Manual Signal.
4.7.1 Automatic, Semi-Automatic and

Manual Signals
Automatic Signals are distinguished by ‘A’ letter Disc. Letter ‘A’ is in Black on
White circular Disc. Semi Automatic Signals are provided with White ‘A’ Marker
Light against Black background. When ‘A’ Marker Light is lit, the Semi Automatic
Signal works as an Automatic Signal. Letter ‘A’ is extinguished when this Signal is
to function as a Manual Stop Signal with manual control on its operation. Signals
with no control other than Track circuit control are Automatic Signals. Signals
where manual control is always present are Manual Stop Signals.
Figure 7.22 shows the three types of Signals, viz. Manual, Semi-Automatic and
Automatic, used in Automatic Signalling territories.
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AUTOMATIC SIGNAL SEMI-AUTOMATIC SIGNAL MANUAL SIGNAL
(With ‘A’ Marker Disc) (With ‘A’ Marker Light)
Figure : 7.22 Types of Signals used in automatic
Signalling Territory
Signals in Automatic Signalling Territories are designated as Semi-Automatic
Signals under following conditions:
(i) When there is a choice of a Route.

(ii) When, under certain conditions, a manual control is needed which is not
necessarily required to be always present like protecting a Level Crossing
Gate or protecting an Intermediate Siding etc.
Stop Signal protecting a Level Crossing Gate has a letter ‘G’ in Black on Yellow
circular Disc and White illuminated letter ‘A’ against Black background. Letter ‘A’ is
lit only when the Level Crossing Gate is closed and locked against the road traffic.
4.7.2 Aspects & Indications of Signals in

Automatic Block Signalling
Under Automatic Block System of working, every running Signal must be of
Multi Aspect Colour Light type. The Aspects used are ‘RED’, ‘YELLOW’, and
‘GREEN’. Some times ‘DOUBLE YELLOW’ is also used. In the former case, it is
known as Three Aspect Signalling and in the latter case, Four Aspect Signalling.
The Aspects of Signals are controlled automatically by the travel of the Trains
into Signalling sections. Manual Intervention is needed only in case of semi-
Automatic and Manual Signals. The Box ‘1’ shows the Aspects of Signals,
their corresponding Indications and the conditions required for displaying that
particular Aspect.
Box ‘1’
Aspect Indication Meaning Position of Signalling section ahead

Red Danger Stop The Automatic Block Signalling
section or the Overlap is occupied.
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Aspect Indication Meaning Position of Signalling section ahead
Yellow Caution Proceed and be The Automatic Block Signalling section
prepared to stop at ahead and the Overlap are clear, but the
the next Signal section ahead of that or Overlap beyond
is occupied.
Double Attention Proceed and be Two Automatic Block Signalling
Yellow prepared to pass sections ahead and the Overlap beyond
the next Signal at are clear.
restricted speed.
Green Clear Proceed at Normal In the case of Three Aspect Signalling,
speed. at least Two Automatic Block Signalling
Sections ahead and the Overlap
beyond are clear.
In the case of Four Aspect Signalling, at
least Three Automatic Block Signalling
Sections ahead and Overlap beyond are
clear.
Automatic change of sequence of Aspects behind the Train in 3-Aspect and

4-Aspect Signalling territories is illustrated in Figures 7.23 & 7.24.
Figure : 7.23 Sequence of Aspects in 3-Aspect Automatic Signalling System
Figure : 7.24 Sequence of Aspects in 4-Aspect Automatic Signalling System
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Automatic & Semi-Automatic Signals in Automatic Block Signalling Territories can
be passed at ‘ON’, following certain Rules.
4.7.3 Rules of passing Automatic Signals at

‘ON’ position
Normal Aspect of an Automatic Signal is ‘OFF’ Aspect. Normal Aspects of Signals
used in Automatic Signalling Territories as also Rules of passing them at ‘ON’
position are stated in the Box ‘2’.
Box ‘2’.
Type of Normal Aspect Aspect Control Rules for passing at
Signals ‘ON’
Manual ON Manual after the Control Cannot be passed at

is exercised by the ‘ON’ unless a Written
Operating Agency. Authority is given & Train
is piloted.
Semi ‘ON‘ when working Manual after the Control Cannot be passed at
Automatic as Manual Signal is exercised by the ‘ON’ unless a Written
with external Operating Agency. Authority is given & Train
Manual Control. is piloted.
‘A’ Marker Light
extinguished.
‘OFF’ when Automatic with Can be passed at ‘ON’

working as passage of Train into, by observing the relevant
Automatic Signal. through and out of the rules of stopping at
‘A’ Marker Light lit. Signalling sections. the Signal for 1 minute
by day and 2 minutes
by night and then
proceeding up to the
foot of the next Signal,
exercising great caution
to stop in the section
short of any obstruction.
Automatic OFF Automatic with Can be passed at ‘ON’

passage of Train into, by observing the relevant
through and out of the rules of stopping at
Signalling sections. the Signal for 1 minute
by day and 2 minutes
by night and then
proceeding up to the
foot of the next Signal,
exercising great caution
to stop in the section
short of any obstruction.
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Questions.
1. Outer / Warner / Distant / Inner Distant and Home / Routing Home Signals
are the Reception Signals. ( )
2. Starter / Advanced Starter / Intermediate Starters are the Dispatch Signals.
( )
3. Home is always the First Stop Signal in Absolute Block System of Train
Working. ( )
4. Last Stop Signal, whether it is Starter or Advanced Starter, controls the
entry of a Train in to the Block section in Absolute Block System of Train
Working. ( )
5. Warner is a Permissive Signal in 2-Aspect Signalling. ( )
6. An Automatic Stop Signal is distinguished by:
(i) ‘A’ Marker Disc.
(ii) ‘A’ Marker Light.
(iii) ‘P’ Marker Disc.
(iv) ‘AG’ Marker Disc.
(v) ‘P’ Marker Light.
7. In Automatic Signalling Territory, a Three Aspect Automatic Signal
will show Green Aspect when:
(i) Line is clear between two Automatic Signals in advance.
(ii) Line is clear upto two Signals in advance.
(iii) Line is clear upto one Signal in advance and an Adequate Distance
beyond it.
(iv) Line is clear upto two Signals in advance and an Adequate
Distance beyond it.
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4.8 METHODS OF BLOCK WORKING
In Block working, ‘Line Clear’ is required to be obtained from the Station in
advance. To enable this, it is necessary to have some means of Communication
between the adjacent Stations. This could be through:
(i) Communication Instruments.

(ii) Block Instruments:
(a) Token type.
(b) Tokenless type.
(iii) Track Circuits or Axle Counters.
Where ‘Block Instruments’ are not provided, electrical Communication
Instruments are used for Block working and ‘Authority to Proceed’ is a ‘Line
Clear Ticket’ or an equivalent document, which is given to the Driver. Where
‘Block Instruments’ are provided, every Train in its progress from Block Station to
Block Station is required to be Signalled in conjunction with these Instruments.
A prescribed Code / Mode of working is followed in carrying out the Block
Operations.
4.8.1 Token Block Working

On Single line, Trains are normally worked with ‘Token’ type Block Instruments.
A ‘Token (Ball shaped)’ or Tablet (Disc shaped)’ is got released electrically
from one of a pair of interconnected Block Instruments with the co-operation
of the Station Masters at the two ends of the Block section. Once the two
Block Instruments have been operated and a Token released from one of the
Block Instruments, it is not possible to release another Token from either of the
Block Instruments unless the Token released is deposited back in one of the
Instruments. Since, at any one point of time, only one Token can be released
from the pair of Instruments connected electrically, this Token can be treated
as ‘Tangible Authority’ for the movement of the Train in the Block section. This
Token is handed over to the Driver of the Train as his Authority to take his Train
in the Block section and move to the next Station. Since only one Token can
be extracted out of a pair of the Block Instruments, it is ensured that only one
Train enters the Block section and the principle of ‘One Train only in a Block
section’ under Absolute Block System of working is ensured. On reaching the
next Station, the Token is handed over by the Driver to the Station Master, who
deposits it in the Block Instrument. The electrically connected pair of Instruments
can then be operated jointly by the Station Masters so as to restore them to their
Normal position after which they are again ready to be operated under ‘Dual
Control’ for the release of next Token which can be utilised for authorising the
movement of another Train in the Block section.
100
4.8.2 Tokenless Block Working
The Token Instruments used on Single line sections have the drawback that a
Train detained for crossing at a Station after the Train running in the opposite
direction has arrived, has to wait till the Token received is restored in the Block
Instrument and a fresh Line Clear is obtained with the co-operation of the Station
Master at the other end of the Block Section. This delay varies from 10 to 15
minutes, depending upon whether the Station is a 2-line Station or a 3-line
Station, whether the Main line is along with the Platform or whether the Main
line is a non-Platform line and whether the second Train, during a crossing is
received on the line where the SM’s office is situated or on another line to which
access is difficult, when the first Train is standing on the Reception line nearest to
the SM’s Office.
To overcome the drawbacks of delay inherent with the Token working, on busy
Single line sections, Tokenless Block Instruments are used, where the ‘OFF’
Aspect of the Last Stop Signal (LSS) is the Authority for the Driver to enter the
Block Section and this Signal is controlled through the Block Instruments with
suitable safeguards to prevent a second Train from entering the Block Section
from either end unless the first Train has cleared the Block Section and a fresh
Line Clear obtained for the second Train to enter the Block Section. Tokenless
Block working, besides simplifying the Block operation, greatly facilitate in
increasing the Line Capacity of the Section. The Block working time for a
crossing Train gets reduced from 10 to 15 minutes to less than 2 - 3 minutes.
The saving in Block working time of about 10 minutes per Train, can easily
account for 10 - 15% increase in the Line Capacity of the section and also be
quantified in monetary terms by calculating the number of Engine-hours, Wagon-
days etc. saved.
Additional safety features, needed to be incorporated in the Tokenless Block

working because of absence of Tangible Authority to proceed, are provided by
means of Track circuiting the entry and exit of the Block section and Interlocking
of Signals through electric circuitry so that:
(i) Before a Train is permitted to enter a Block section, i.e. before the
Advanced Starter Signal is taken ‘OFF’, the previous Train in either
direction has cleared the Block section and Signals have been placed to
‘ON’ position.
(ii) No permission has been given for a Train to approach from the opposite
direction.
4.8.3 Block Working on Double Lines

On Double line sections, since Trains always run in the same direction on
a line, Tokens, if used, would get accumulated at the advanced Station and
101
arrangements would have to be necessarily made to bring back and balance the
Tokens frequently. If Token balancing is not done in time, Block working might
have to be suspended for want of Tokens at a Station. Therefore, non- Token
type Electric Block Instruments, are used on Double line sections.
Double line Block Instruments have indications in the form of Pointers and
Needles. The Indications of these Instruments are under the Dual Control of
the two Station Masters on either end of the Block section and show whether
the Block section is ‘Clear’ or ‘Closed’ for the movement of a Train or actually
‘Occupied by a Train’.
To ensure Safety and to comply with the Rules prescribed, Block Signals (LSS
& FSS) are interlocked with the Block Instruments. In this Methodology, Signal
and Block Indications can never conflict and the System is, therefore, known as
‘Lock & Block’ working. The objective of ‘Lock & Block’ working is to ensure that a
Train which has been accepted and Signalled forward must clear the section and
also Signals replaced to ‘ON’ position behind it before a following Train can be
accepted and Signalled forward. ‘Lock & Block’ working, thus, provides a System
of Block Signalling wherein the passage of Trains electrically controls the Block
Instrument which in turn electrically controls the Signals.
The following are essential requirements of Interlocking the Block Instruments

and Block Signals on Double lines:
(i) It shall not be possible to take ‘OFF’ the LSS to permit a Train to leave a
Block Station until ‘Line Clear’ has been received from the Block Station
in advance.
(ii) The entry of the Train, into the Block section shall cause the LSS to be
replaced to ‘ON’ position.
(iii) Means shall be provided to prevent ‘Line Clear’ being given by the Block
Station in advance, until the whole of the preceding Train has cleared the
Block section, the Block Overlap and also, that the Block Signals have
been replaced to ‘ON’ position.
Figure 7.25 shows most commonly used Block Instruments on Indian Railways
on Single and Double Lines. Figure 7.25 (A) shows Neale’s Ball Token
Instruments at a Junction Station. Note the three Instruments for each of the
three directions. Figure 7.25 (B) shows SGE type of Block Instrument used on
Double Line sections. Figure 7.25 (C) shows Podanur Workshop (of Southern
Railway) Make Push Button type Single Line Tokenless Block Instrument. Note
the Relay Cabinet below the Operating Panel. The functionality of this Block
Instrument is achieved by the Relays housed in the Relay Cabinet.
102
A B C
Figure 7.25
(A) Neale’s Ball Token Block Instruments at a Junction Station on Single Line Section.
(B) SGE Double Line Lock & Block Instrument.
(C) Podanur Make Push Button Type Single Line Token less Block Instrument
Check Your Progress 3 :

Note:
Questions.
1. In ‘Block Working’, Line Clear is required to be obtained from the Station
in advance. ( )
2. Communications Instruments, such as Telephones, can be used for Block
Working purposes. ( )
3. Multiple Tokens can be taken out of a Token Block Instruments to cater for
the increased Traffic density on a Railway section. ( )
4. In Tokenless Block Working, the ‘OFF’ Aspect of LSS becomes the
Authority to Proceed for the Driver. ( )
5. On Double Line sections, the Block working is usually achieved with the
help of ‘Lock & Block’ type Block Instruments. ( )
6. Tokenless Block Working significantly reduces the Block working
time. ( )
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7. ‘Token’ and ‘Tokenless’ Methods of Block Working.
8. ‘Permission to Approach’ and ‘Authority to Proceed’
4.9 LET US SUM UP

On Indian Railways, Absolute Block System and Automatic Block System of
Train working are in use on most of the sections. Both the Systems are based on
maintaining a ‘Space Interval’ between two consecutive Trains.
In ‘Absolute Block System’, the Space Interval maintained between two Trains
is called a ‘Block section’ and only one Train at a time is allowed to remain in
one Block section. There are Block Stations at each of the end of the Block
section and entry in to the Block section from either end is secured by the Station
Masters, posted at these Stations. Station Masters use Block Instruments to
obtain Permission to Approach prior to allowing a Train to enter in the section.
In ‘Automatic Block System’ of working, the Space Interval is called the

‘Automatic Signalling section’ and contrary to the Absolute Block System of
working, the ‘Space Interval’ in this mode of working is secured automatically
by the travel of a Train into, through and out of the Signalling section. Each
Automatic Signalling section is protected by a Stop Signal at its entry point and
this Signal cannot assume an ‘OFF’ Aspect unless the Signalling section and
Overlap beyond it are clear.
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In Absolute Block System, the Signals are designated as Outers / Warners
/ Distants / Homes / Routing Homes and Starters / Intermediate Starters /
Advance Starters. Outer / Warner / Distant and Home / Routing Home fall
under the category of Reception Signals and Starter / Intermediate Starter /
Advance Starter under the category of Dispatch Signals.
Three types of Signals viz. Automatic, Semi Automatic & Manual Signals are in
use in Automatic Signalling territories. Automatic Signals are distinguished by ‘A’
letter Disc. Letter ‘A’ is in Black on White circular Disc. Semi Automatic Signals
are provided with White ‘A’ Marker Light against Black background. When ‘A’
Marker Light is lit, the Semi Automatic Signal works as an Automatic Signal.
Letter ‘A’ is extinguished when this Signal is to function as a Manual Stop Signal
with manual control on its operation. Signals with no other control other than
Track circuit control are Automatic Signals. Signals where manual control is
always present are Manual Stop Signals.
Signals in Automatic Signalling Territories are designated as Semi-Automatic

Signals When there is a choice of a Route and / or When, under certain
conditions, a manual control is needed which is not necessarily required to
be always present like protecting a Level Crossing Gate or protecting an
Intermediate Siding etc.
Automatic & Semi-Automatic Signals in Automatic Block Signalling Territories can

be passed at ‘ON’, following certain Rules.
Block Working in Absolute Block System of working is achieved with the help of
Communication Instruments, Block Instruments, and / or Track Circuits / Axle
Counters.
On Single lines, ‘Token’ type or ‘Tokenless’ type Block Instruments are used
depending upon the traffic density offered on the section. In case of Token type
Block Instruments, a Token is released from the pair of Instruments connected
electrically, which is the ‘Tangible Authority’ to the Driver for the movement of his
Train in the Block section. This ensures that It shall not be possible to take ‘OFF’
the LSS to permit a Train to leave a Block Station until ‘Line Clear’ has been
received from the Block Station in advance.
On Double line sections, mostly ‘Lock & Block’ type Instruments are used. In
Tokenless Block Instruments, used on Single Lines and ‘Lock & Block’ type
used on Double Lines, additional Safety Features are provided in the absence
of a ‘Tangible Authority’. The Block Signals in these Instruments are interlocked
with the Block Instruments, with the help of Electrical Circuitry. This Interlocking
ensures that It shall be possible to take ‘OFF’ the LSS to permit a Train to leave a
Block Station only after the ‘Line Clear’ has been received from the Block Station
in advance.
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CYP 1:
1. Systems of Train Working permitted on Indian Railways are:

(i) Section Clear System.
(ii) Following Train System.
(iii) Train Staff & Ticket System.
(iv) Pilot Guard System.
(v) One Engine Only System.
(vi) Absolute Block System.
(vii) Automatic Block System.
2. Distinguish between the ‘Absolute Block’ and ‘Automatic Block’ Systems
of Train Working.
Both the Systems fall under the category of ‘Space Interval Systems’. In
‘Absolute Block System’, the Space Interval maintained between the two
Trains is called a ‘Block section’ and only one Train at a time is allowed to
remain in one Block section. There are Block Stations at each of the end of the
Block Section and entry in to the Block section from either end is secured by the
Station Masters, posted at these Stations. Station Masters use Block Instruments
to obtain Permission to Approach prior to allowing a Train to enter in the Block
section.
In ‘Automatic Block System’, the Space Interval is called the ‘Automatic

Signalling section’ and contrary to the Absolute Block System of working, the
‘Space Interval’ in this mode of working is secured automatically by the travel
of a Train into, through and out of the Signalling section. Section between two
Stations can be divided into a number of Signalling sections, thereby allowing
multiple Trains between two Stations.
Correct Answer:
3. (iii). 4. (ii).
CYP 2 :
True / False:
1. True. 2. True. 3. False. 4. True 5. True.
Correct Answer:
6. (i). 7. (iv).
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CYP 3 :
True / False:
1. True. 2. True. 3. False. 4. True. 5. True. 6. True.
7. ‘Token’ and ‘Tokenless’ Methods of Block Working.

In Token working, a Token is got released electrically from one of a
pair of inter-connected Block Instruments with the co-operation of the
Station Masters at the two ends of the Block section. Once the two Block
Instruments have been operated and a Token released from one of the
Block Instruments, it is not possible to release another Token from either
of the Block Instruments unless the Token released is deposited back in
one of the Instruments. Since, at any one point of time, only one Token
can be released from the pair of Instruments connected electrically, this
Token is treated as ‘Tangible Authority’ for the movement of the Train in
the Block section.
In Tokenless Block working, the ‘OFF’ Aspect of the Last Stop Signal
(LSS) is the Authority for the Driver to enter the Block Section and
this Signal is controlled through the Block Instruments with suitable
safeguards to prevent a second Train from entering the Block Section
from either end unless the first Train has cleared the Block Section and a
fresh Line Clear obtained for the second Train to enter the Block Section.
8. ‘Permission to Approach’ and ‘Authority to Proceed’
‘Permission to Approach’ refers to the granting of Line Clear by the
Station in advance for a Train to enter in the Block section. ‘Authority
to Proceed’ refers to the Authority given to the Driver to enter in the
Block section. In Token Block working, ‘Authority to Proceed’ could be
a Tangible Authority in the form of a ‘Token’ and in Tokenless Block
working as also in case of Block working on Double lines, the ‘Authority to
Proceed’ becomes the ‘OFF’ Aspect of the Last Stop Signal.
UNIT END QUESTIONS
Q. 1 State & Explain the Essentials of Absolute Block System of Train Working.
Q. 2 What are the differences between Absolute Block and Automatic Block
Systems of Train working?
Q. 3 What are the Essentials of Automatic Block System on Single & Double
Lines?
Q. 4 What is meant by Automatic Block Signalling?
Q. 5 What are the kinds of Signals used in Absolute Block System of Train
working? How do these Signals differ from each other?
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Q. 6 What are the kinds of Signals used in Automatic Block System of Train
working? How do these Signals differ from each other?
Q. 7 What is the difference between a ‘Manual Signal’ and an ‘Automatic
Signal’?
Q. 8 What is ‘Tokenless Block Working’? Where is it provided?
Q. 9 Justify the following Statement: ‘Tokenless Block working on Single Line
is superior to the Token Block working’
Q. 10 State the Safety Features built in Double Line Block Instruments.
Q. 11 Choose the correct Answer : Crossing Time at a Way side Station
equipped with Neale’s Token Block Instrument depends upon:
(i) Location of SM’s Office on the Platform.
(ii) Main Line being along with the Platform or being a non-Platform
Line.
(iii) Station is a 2-Line or 3-line Station.
(iv) Second Train is received on the Line where SM’s Office is situated or
on any other Line.
(v) All above are correct.
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Aspects of Railway
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UNIT-5
Modern Signalling Systems
Structure
5.0 Objectives
5.1 Introduction
5.2 Relay Interlocking Systems
5.2.1 Typical Facilities provided on a Control Panel
5.2.2 Advantages of Panel / Route Relay Interlocking (RRI) Systems
5.3 Solid State Interlocking (SSI)
5.3.1 Advantages of Solid State Interlocking over Panel / Route Relay
Interlocking
5.3.2 Constituents of Solid State Interlocking System
5.4 Centralised Traffic Control (CTC)
5.4.1 Benefits of providing Centralised Traffic Control
5.4.2 Phases of Introduction of Centralised Traffic Control
5.5 Train Protection and warning System (TPWS)
5.5.1 Categories of Warning Systems
5.6 Data Loggers
5.6.1 Advantages of Data Loggers
5.7 Anti Collision Device (ACD)
5.7.1 Block Schematic of ACD System
5.8 Train Actuated Warning Device (TAWD)
5.9 Train Collision Avoidance System (TCAS)
5.10 Advanced Auxilliary Warning System (AAWS)
5.11 Train Protection and Warning System (TPWS)
5.12 Let Us Sum Up
Unit End Questions
Unit End Questions
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5.0 OBJECTIVES
(i) Highlight the importance of Modern Signalling Systems and work out the
specific use of each in meeting the need of ever increasing Rail Traffic.
(ii) List out the Systems, which could effectively enhance the Safety and
Efficiency in Rail Transportation.
5.1 INTRODUCTION
In the preceding Units on Signalling, we discussed the role of Signalling in
Rail Transportation, the basic constituting Components of Signalling, Types of
Signalling and Interlocking Systems and Systems of Train Working in use on
Indian Railways. In this Unit, we shall develop the subject matter further and
introduce a few important Modern Systems developed / being developed in the
field of Railway Signalling.
Railway Signalling the world over has now achieved a status of a front line player
to not only bring in enhancement in Safety Performance but also in optimising
Train Operations resulting in cutting of costs and increase in profitability and
efficiency. Indian Railways, too, have been steadily modernising its Signalling
and Telecommunication Systems to meet their Operational and Safety needs and
coping with ever increasing growth of Traffic. Modern Signalling Systems do offer
Techno-economic Solutions to three most crucial issues of the Indian Railways
viz. Safety Enhancement, Capacity Improvement and On-line Train Information to
the Public.
On Indian Railways, no Signalling and Telecommunication Systems worth

mentioning introduced till the end of 19th century. However, it was only during
the last decade or so that IR took certain premier Policy Decisions to pave
the way in right earnest for programmed modernisation of its Signalling &
Telecommunication Systems. Today, over 80% of Stations on Indian Railways
are provided with some form of Signalling and Interlocking. Over 54% of total
Interlocked Stations are now equipped with Colour Light Signalling. Modern
Signalling Systems like Panel Interlocking and Route Relay Interlocking (PI &
RRI), Solid State Interlockings (SSI), Cetralised Traffic Control (CTC), Automatic
Warning Systems (AWS), Data Loggers, Anti Collision Device (ACD) and Train
Actuated Warning Devices (TAWD) are also now being progressively introduced
on Indian Railways with a view to bring in overall improvements in its functioning.
In the subsequent sections of this Unit, we shall explain the salient features of
the above referred Signalling Systems.
110
5.2 RELAY INTERLOCKING SYSTEMS
Interlocking Systems ensure that the Signal for any movement is cleared
only when the Route including Overlap is properly set and locked and is free
of all conflicting movements. Also, once the Train has accepted the Signal,
Interlocking Systems ensure that it is not be possible to alter the Route till the
Train has traversed over it. In Relay Interlocking Systems, Relays are employed
to achieve above functions of Interlocking. In such Systems, the layout of the
Yard is depicted on a central Panel called the ‘Control Panel’. Yard is illuminated,
indicating the position of Points, Aspects of the Signals, condition of the Track
circuits - Occupied or Clear and position of running Train, when a move is
initiated. In some version of Relay Interlocking, the illuminated Yard Diagram -
popularly known, as Indication Panel-is separate from the Control Panel. Points,
Signals etc. in the Yard are operated electrically from the Control Panel with the
help of Operating Switches / Buttons provided for the purpose.
Relay Interlocking Systems employed in early Years were known as ‘One Control
Switch (OCS)’ Systems wherein to set a Route, all that required was to turn the
relevant Thumb Switch to Reverse position. When a Route Thumb Switch is
turned, the Route it sets up is indicated on the Indication Panel by the lighting of
a Row of small White lights. When a Train enters the Track circuit past the Signal,
the White Indications turn to Red on the corresponding portion of the track on the
Panel. The Route lamps get extinguished only when the Operator restores the
Thumb Switch back to Normal. Safety in Train operation is ensured by preventing
a Signal being cleared on an occupied line with the help of Track circuits and
by electrically holding the Points in their last operated position till the Train had
passed over them.
The system presently in use is called the ‘Entrance - Exit’ type (usually called
’NX’ Type). The term ‘NX’ is descriptive of the method of the Operation. At the
Entrance to each Route on the Control Panel is fitted a Push Button / Switch
known as Entrance Button / Switch and at the Exit, another Push Button called
the Exit Button. A Route is cleared by simultaneously pressing the relevant
Entrance and Exit Switches / Buttons. Turning of Switch and pressing of Button
or depressing of two Buttons, automatically sets and locks all the Points and, if
all the needed conditions are fulfilled, clears the relevant Signal. Setting of the
Route is displayed on the Panel in the form of an Array of White Lights. These
lights turn ‘RED’, when the Track is occupied by a Train. After the movement is
completed and the Train clears the Track, the Lights automatically extinguish.
In the present day Systems, Push Buttons are only employed both at Entrance
and at Exit of the Route. In Push Button Operation the Route, unlike in OCS
Systems and Systems employing Thumb Switches at the Entrance, gets released
automatically after the passage of the Train. Hence no Cancellation Operation
need be performed by the Operator after the passage of a Train. The Panel
Diagram consists of Domino type sub-Assemblies. The Domino Panel employs
111
rectangular Panel sections having different Track Configurations. Any alterations
on the Panel due to alteration in the Yard layout can, thus, be accomplished by
replacing the relevant Panel sections only.
Some of the earlier Systems which are still in use on Indian Railways employ the
methodology of individual Operation of Functions like Points and then Signals
etc. by Operating corresponding Switches / Buttons. These Systems were
loosely termed as ‘Panel Interlocking’ and were restricted to smaller Yards. Relay
Interlocking Systems in Major Yards were called Route Relay Interlocking, as
is the convention even today. In the present scenario, both Panel Interlocking
Systems and Route Relay Interlocking Systems use NX Scheme, employing
Push Buttons at Entrance and Exit of the Route and Route Initiating, Setting,
Locking and Releasing circuits are alike in both the Systems. Naming Convention
is to call Relay Interlocking at a Wayside Station as ‘Panel Interlocking’ and that
at a Major Station / Terminal / Major Yard as ‘Route Relay Interlocking’.
Photograph at Figure 7.26 shows a Panel Interlocking Installation, Operating and

Indication Panels combined into one. Figure 7.26 also shows Row of White lights
exhibiting a Route having been set on the Panel.
Figure 7.26
Combined Operating & Indication Panel at a Panel Interlocked
Installation, Route set is visible as a row of white Lights
5.2.1 Typical Facilities Provided on a Control

Panel
(i) Entrance & Exit Buttons for each possible Route in the Yard to enable the
Panel Operator to set the required Route by simultaneously pressing the
two defined Buttons for the purpose.
(ii) Individual Operation of Points for non-Signalled Moves etc. : Individual Point
Button is used for this purpose in conjunction with a common Group Button.
112
(iii) Operation of the Points during failure of controlling Track circuits: This
facility being a critical one from Safety view point, its use is monitored
through a Counter. For this Operation, the emergency Point Operation
Button is pressed along with the concerned Point Button.
(iv) Cancellation of a set Route: In Systems using Switches, the
Normalisation of the Switch throws the Signal to ‘ON’ at once and cancels
the Route immediately or after the stipulated time delay depending upon
whether the Approach Track is clear or occupied. This Cancellation is
counted.
In Systems using 2 position Push Buttons at Entrance also, separate
Cancellation Buttons are provided for the above purposes and the
Cancellation is done in following two steps:
OO Throwing the Signal to Danger by pressing the Signal Button and
Emergency Signal Cancellation Button, and then,
OO By pressing the Signal Button / Exit Button and the Emergency
Route Cancellation Button. Emergency Cancellation of Route is
required to be used with great Caution.
(v) Conversion between Manual and Automatic working for specified Signals,
if required on Automatic Signalling sections.
(vi) Slotting Control for LC Gates and Sidings.
(vii) Control for Crank Handles for manual Operation of Points : Crank
Handles are area-wise grouped. Release of a Crank Handle in a Group
makes the concerned portion of the Panel in-operative, till the Crank
Handle is deposited back in its housing and control returned back to the
Panel.
5.2.2 Advantages of Panel / Route Relay

Interlocking (RRI) Systems
The main advantage of Panel / Route Relay Interlocking is the electric operation
of various functions spread over large distances in the field thereby eliminating
the use of multi-cabin operation of Points and Signals. With the elimination of
Inter-cabin Control and Slotting, the time lost in coordination is saved and the
Line Capacity increases and more number of Trains can be run with less number
of Operating Staff.
5.3 SOLID STATE INTERLOCKING (SSI)

The era of Interlocking started with Mechanical Lever Frames. As the size of
Yards and Train movements increased, size of Lever Frames also increased.
These Lever Frames not only increased in size occupying more space but also
required intensive Maintenance, besides causing inconvenience, difficulties and
113
loss of time in setting a Route involving pulling and putting back of a number
of Levers. With the advent of Electro-Mechanical Relays, Lever Frames gave
way to Relay Interlocking based Installations. This development resulted in
faster Operation with embedded Fail Safe feature in the Design of the System
and required reduced size of space for housing of the Interlocking Installations.
Presently, Indian Railways have around 250 Route Relay Interlocking (RRI) and
2800 Panel Interlocking (PI) Installations. These Installations use thousands of
Electro-Mechanical Relays requiring complex wiring and inter-connections. The
Wiring Diagrams for such Installations run into hundreds of sheets. Individual
Relays, wiring and interconnections along with thousands of soldered joints are
required to be physically examined and certified. This exercise requires Traffic
Blocks of long durations and large manpower to mange the traffic during Blocks.
Even for small Yard re-modelling like addition of a Loop line, all the above
activities are required to be almost redone.
With the development of Fault Tolerant and Fail Safe Techniques, Electronics
and particularly Microprocessors have found acceptance in the area of Railway
Signalling World over. Railways in advanced countries have gone in for large-
scale introduction of Microprocessor based Solid State Interlocking (SSI)
Systems. SSI System occupies considerably less space, consumes less power,
is reliable and is easy to install and maintain. Availability of these Systems gets
enhanced due to inbuilt Redundancy, Self-Diagnostic Features, high MTBF and
low MTTR. Also, initial commissioning and changes due to Yard Remodelling
can be carried out in a very short time, requiring skeletal manpower for traffic
management during the Blocks. Alterations in these Systems are managed
through Software programming.
Seeing the advantages of SSI System over conventional Relay based

Interlocking System, Indian Railways has taken up an ambitious Programme
to introduce SSI Systems progressively through replacement works. Some 75
Installations, so far, have been equipped with SSI Systems.
5.3.1 Advantages of Solid State Interlocking

over Panel / Route Relay Interlocking
(i) Interlocking logic is based on Software, requiring no wiring in the System
for individual Route/Signal.
(ii) Installation time is drastically lower than that for a conventional Relay
Interlocking Installation.
(iii) Alterations do not require any wiring changes. Only Data of the CPU card
will have to be changed. Therefore, Yard Remodelling will not require
large scale wiring alterations and testing, obviating the need for long
duration traffic Blocks.
(iv) No Relays are required for Interlocking function. Only field gear actuating
Relays are required. Power Supply, Relays, Relay Racks and Accessories
and Indoor wiring get, thus, reduced proportionally.
114
(v) Since there is no physical Relay-to-Relay wiring in SSI System, there is
no possibility of physical wiring fault subsequently during its life span.
(vi) SSI has got extensive Self-Diagnostic features. Any failure in the System
is located and annunciated on the Display Panel.
(vii) Number of Fuses required for internal circuitry is less. For example, for
a standard 4-line Station, the number of indoor Fuses in a conventional
Panel is approximately 150, whereas in a SSI System, this number is
approximately 50.
(viii) Cost of Indoor equipment is 25% less for a wayside Station and is likely to
come down further.
5.3.2 Constituents of Solid State Interlocking

System
A typical Solid State Interlocking System comprises :
(i) CPU for overall System Monitoring, Control, Diagnostic and Data
Recording,
(ii) Executive and Application Logic for Vital Interlocking Functions,
(iii) Executive and Application Logic for Non-vital Control Panel & VDU
Functions, and
(iv) Serial I/O Channel for Application Logic and Executive Software Loading
and Upgrades,
System Operation is controlled by Executive Software running on the System
Hardware. The System uses Diversity and Self-checking Concepts in which
critical Operations are performed in Diverse ways, using Diverse Software
Operations and critical System Hardware is tested with Self- checking
Operations. Permissive Outputs are allowed, only if the results of Diverse Logic
Operations correspond and the Self-checks reveal no Failures.
The Executive and Application Software are stored in the EPROMS. Site- specific
Configuration Data is stored in EEPROM.
Output Interface is with Vital Relays which drive the outdoor Signalling Gears.

Questions.
115
State whether the following statements are True / False:
1. Relay Interlocking Systems eliminate the necessity of Slotting Controls
used in a multi-cabin operated Signalling System. ( )
2. Route Release in today’s PI / RRI Systems is Automatic. ( )
3. Control Panel in a modern PI System does not provide for individual
operation of Points in the Yard. ( )
4. In a RRI System, Indications are always displayed on the Control
Panel. ( )
5. In a PI / RRI System, Domino type Panel sections help in affecting
alterations in the Yard Layout. ( )
6. In a SSI System, no circuits are wired for individual Route / Signal.( )
7. Alterations in a Signalling Yard equipped with SSI System are of complex
nature and time consuming. ( )
8. SSI Systems employ Redundancy, Diversity and self-checking Concepts
to achieve Fail-safe Feature, so essentially needed in a Signalling
Scheme. ( )
Release of Crank Handle from the Control Panel in a PI / RRI / SSI System
does not make the entire Control Panel in-operative.
5.4 CENTRALISED TRAFFIC CONTROL (CTC)

Centralised Traffic Control (CTC) implies the Centralised Operation of all Points
and Signals at various Stations on a section of the Railway from one location.
The CTC Operator virtually takes over the work of a number of Station Masters of
individual Stations and operates the Points and Signals at the Stations electrically
through Remote Control.
CTC includes Multi Aspect Colour Light Signalling and Panel Interlockings at
Wayside Stations, System for elimination of necessity to verify the Complete
Arrival of Trains, Tokenless Block working and / or Automatic Signalling.
The CTC Operator on pressing the relevant Buttons on the Control Panel sends
the ‘Commands’ to the Station equipment in the form of Coded Electric Pulses.
The Station equipment obeys the ‘Command’ and sets the Points to the desired
positions and clears the Signal. After completing the job, the ‘Indications’ are
automatically sent back to the CTC Panel in the form of Coded Electric Pulses
and position of Points and Signals, as also the Status of Track circuits are
automatically indicated on the Panel.
In the conventional System of Train Working, instructions about running of Trains

arranging Precedences, Crossings etc., are issued by the Controller in Control
Office through Control Phones to various Station Masters and the actual control
116
over movement of Trains between Stations is exercised by the Station Masters in
the Field. In CTC working, all functions of the Controller and the Station Masters
are carried out by the CTC Operator, who has the position of all the Trains in
the section on the illuminated Panel before him and who can remotely operate
Signals and Point at all Stations. He can, therefore, plan the Crossings and
movements of Trains more judiciously.
5.4.1 Benefits of Providing CTC

The potentialities of CTC, because of its constituent sub-Systems, in increasing
the Line Capacity are indeed significant. The main benefits of providing CTC are
briefly described in (i)-(iv)
(i) Increase in Line Capacity:

The provision of Centralised Traffic Control on congested Single line
system increases their Line Capacity to the extent of about 40% - 50%.
Increase in Capacity is due to reduced Crossing Time for the two
opposing Trains on Single line sections and proper planning of Train
movements in respect of Precedences and Crossings.
(ii) Increased Safety in Train Operation:
Because of the complete Track circuiting of the Block section as well as
Station Yards, the Safety of Train operation is increased, as it is no more
possible to clear any Signal for an occupied line. The visibility of Colour
Light Signals is also better which further aids the Driver in better control of
his Train.
(iii) Economy in the Expenditure of Operating & Maintenance Staff:
With the provision of CTC, it is possible to eliminate most of the Operating
Staff from the Wayside Stations. Staff will only be required at wayside
Stations for the following purposes:
(a) Commercial work.
(b) Keeping a watch on the Axle of moving Trains (for detecting of Hot
Boxes etc.).
(c) Controlling the Shunting Operation.
With the Modular Design of the System, wherein the Maintenance Staff
will only be required to detect the particular Module at fault and then
replace it with the new one / already repaired one in a Central Repair
Shop, the strength of S&T Maintenance Staff also can be significantly
reduced.
(iv) Increased facilities in Maintenance of Permanent Way
Track Maintenance, when we are going in for Mechanised Tamping
through Track Tie Tamping Machines is simplified with CTC. CTC
Operators can see at a glance on the Control Console what Train
117
situation exists at any given location. It is, thus, possible for the CTC
Operator to set up Signals and Route so that Maintenance Staff can move
or work without delays and take advantage of the maximum gap available
between Trains.
CTC can be introduced at roughly 1/3rd of the cost of Doubling of
saturated Single line sections. CTC along with Remote Supervisory Train
Management System can provide complete control of 200 to 300 Kms. of
a section from a Central location and also monitor the actual running of
Trains therein to take corrective action as and when required. With rapid
pace of Computerisation, powerful Systems are now available to optimise
the sectional Line Capacity. It can provide for proper precedence to slow
moving Trains with faster Trains suffering only a minimum detention.
Automatic Block Signalling, being an essential ingredient of CTC, the
Block operating time is completely eliminated.
5.4.2 Phases of Introduction of CTC

On Single line sections, CTC can be introduced in following phases:
(i) Provision of Tokenless Block working by using continuous Track circuits

or Electronic Axle Counters.
(ii) Provision of Panel Interlockings at Wayside Stations on the section in
question.
(iii) Provision of Automatic Block Working on the section.
(iv) Provision of Remote Supervisory Train Management System with Train
Describers.
(v) Provision of equipment for conducting the Operations at various Wayside
Stations from the Central Control Centre Office.

Questions.
1. What are the essential component parts in a Signalling System, where
Trains are operated under Centralised Traffic Control (CTC) System.
118
2. Can a CTC System can provide for substantial increase in Line capacity on
a Single Line Section? Write your Answer in maximum of 10 Sentences.
5.5 TRAIN PROTECTION AND

WARNING SYSTEM (TPWS)
TPWS prevents train accidents caused by human error like signal passing at
danger (SPAD) and overspeeding. During 2014-15, TPWS system has been
introduced in commercial service.
Best of the Signalling Systems would serve no purpose, if a Driver disregards

a Signal showing ‘Danger’ or ‘Caution’ Aspect. A number of Accidents due to
disregard of Signals by the Train Drivers have occurred on Indian Railways. This
situation gets further aggravated during foggy weather.
A reliable method of ensuring against Driver’s failures to observe and obey

Signals in time is the Automatic Warning System (AWS), wherein a Driver
receives an Audio-Visual Warning in his Cab in regard to the Aspect of the
Stop Signal that he is approaching and should he pass the Signal at ‘Danger’,
automatic application of Brakes takes place. This is made possible by the
installation of two separate Devices, one on the Track, which is governed by the
Signal ahead, and the other on the Locomotive, which is activated by the Track
Device to set it into operation according to the Aspect of the Signal. AWS, thus,
on one hand assists the Driver in the proper observation of the Signals and on
the other guards against the possibility of an Accident, which may arise from
failure of the Driver in this respect by automatic application of Brakes.
(i) Benefits:
OO Allow safe movement of trains.
OO Automatic train protection and prevents collision.
OO Assures higher level of safety during high operations.
OO Facility to run the train at maximum permitted speed by providing
the indication to the driver 500 metre in advance of signal & higher
average speed of the train.
OO Facilities normal operation of train in dense foggy condition where
visibility is near zero.
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5.5.1 Categories of Warning Systems
Depending upon the way the Information is transferred between the Cab and the
Track, the Systems are classified as:
(i) Intermittent: Here the Information is provided only at designated places

(location of Signals). The update of Information is also done at these
places only. This means that the Train has to travel on the basis of
previous Data until the next Input. No advantage can be availed of the
less restrictive conditions obtainable after the Train has passed over
the Track Device Input. This may result in slowing down of the Train
needlessly, when conditions do provide for higher speed of travel.
(ii) Continuous: In this type, the System updates Information to the Train
on continuous basis. Any change / deviation from the Schedule can be
updated immediately. This also includes any change in running speed and
alteration in Route ahead. This reduces Delay and improves Line Capacity.
A Train that has passed ‘Caution’ Aspect can respond immediately to the
early clearance of the next Signal. This implies, it need not continue to
obey the earlier Information until it reaches the next Information place as it
happens in case of Intermittent type of Warning Systems.
Train Protection and Warning System (TPWS) is a modern variant of AWS, which
can be used as Overlay on an existing Signalling System. System provides for
complete range of functions needed in a Safety Aid for the Driver like continuous
monitoring of speed of the Train, automatic application of Brakes when required,
Signals in the Driver’s Cab, Self Diagnostic Features and enforcement of
Temporary Speed Restriction at Work Sites.
TPWS comprises of Track side sub-System and On-board sub-System. On-

board Computer continuously gets updated by the Information (concerning
Movement Authority) transmitted by the track side Balises. Balise interfaces with
the Interlocking System and transmits the necessary Data to the Train through
the Balise Antenna fixed underneath the Locomotive. Based on the details
received in the Movement Authority, On-board Computer supervises the Train.
Block Schematic of TPWS may be seen in Figure 7.27.
Operation &
Indication Panel
Euro Ballise End of Track Segment

Figure : 7.27 Schematic of TPWS
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5.6 DATA LOGGERS
Data Logger is a Computer (Microprocessor / Micro controller) based Elec- tronic
device used for storing / logging the Data in a Relay Interlocking / Solid State
Interlocking Installation.which helps in anlysing the failures. This is like a black
box, which stores data concerning operations of Relays, change of status in the
position of Relays, levels of AC/DC voltage and channels in the Axle Counters
is collected in a Battery back up Memory of the Data Logger with Date & Time
Stamps. Scanner Units connect the Inputs from outside world to Data Logger.
MODEMs are connected to Data Logger equipment through standard serial
Interface to transmit Time-stamped and addressed Data packet to Front End
Processor at the Central Monitoring Station in Control Office.
Interconnectivity of Data Loggers of various Stations with Central Monitoring

Station in Control Office has made the On-line monitoring and processing of
health of Signalling equipments at a central location, a reality. In this scenario,
an additional functionality has also been derived from the networked Data Logger
System to automate Train Charting, which in turn can provide On-line Information
of running of Trains to Passengers, through appropriate inter-connected
Hardware and Access System.
Train running Information collected from networked Data Loggers can also be
used for the management control of Train Operations in a Division.
As on (in units)
Installation
31.03.2015 As on 31.02.16
Data Loggers (No. of stations) 5460 5587
Data logger are mandatory for all new relay interlocking (PI/RRI/EI). To increase
the line capacity, mechanical signaling equipments are upgraded to PI/RRI/EI.
Due to complexicity in the circuits, it is difficult to rectify the failure. So data logger
can monitor these systems with real time clock.
5.6.1 Advantages of Data Loggers

(i) Data Loggers facilitate:
(a) Analysis and Monitoring of Signal failures of all kinds i.e. Signals,
Points, Track Circuits, Relays, Block, Interlocking, etc. It is now
possible to find out real cause of failure.
(ii) Failure report can be generated remotely with the help of data logger
network.
(iii) Online and Offline track simulation is possible.
(iv) Speed of the train on point zones can be calculated.
121
(v) Data logger can be connected on network. Networked data loggers helps
to monitor the PI/RRI/EI remotely.
(b) Detection of Emergency Route Release and Signal Passed at
Danger (SPAD) cases.
(c) Detection of Operational Mistakes, committed by Panel Operators.
(ii) Data Loggers can be additionally used for following functions:
(a) Resolving the Disputes in Accident cases.
(b) Scanning and recording the Date and Time of opening of Relay
Rooms.
(c) Monitoring the speed of the Train on Main and Loop lines. This
monitoring will be useful in posing a deterrent to the Drivers in over
speeding over Turnouts.
(d) Detecting the Reception of Trains on Calling-On Signals.
(e) Monitoring the Status of Power Supply and Battery Voltages.
(f) Driving the Control Charting System, which can in turn provide
On-line Information of running of Trains to Passengers through
appropriate inter-connected Hardware and Access Systems.
Data Loggers have proved helpful in the paradigm shift from Preventive Time
Schedule based Maintenance towards Need based Predictive Maintenance.
Data Loggers have also made it possible to generate early warning of impending
failures / unhealthy Systems. Power Supply failures, Loose packing of Points,
Sluggish Operation of Points etc. are the ones where timely action has become
possible, thereby avoiding the failures. Figure 7.28 shows Block Schematic of a
Networked Data Logger System used for Predictive Preventive Maintenance of S
& T Gears.
0+17+3 RE Cable /
6-Quad Cable / OFC
End Station of Station on the Station on the

the Section Section Section
Legend: M: Modem DLG: Divisional Office

Data Logger FEP: Front TEST ROOM
End Processor FMS:
Intermediate Stations,
Fault Monitoring System
where also the Data from
Preventive Maintenance
System is Required.
Figure : 7.28 Block Schematic of Predictive Maintenance System of S&T Gears

Using Data Loggers
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Questions.
State whether the following Statements are True / False:
1. Intermittent type Automatic Warning System provides for linkage of vital

Information from Signalling System to Driving Cab at pre- designated
locations only and hence is not Fail-safe. ( )
2. Continuous type Automatic Warning System can take care of varying

obtainable conditions in the Yard, as the Train moves ahead in the Section.
( )
3. TPWS is meant for correcting the Driving mistakes of the Train Driver.
( )
4. TPWS is a modern variant of AWS and can not be overlaid on an existing

Signalling System. ( )
5. TPWS can eliminate Train Accidents caused due to Derailments. ( )
6. Data Loggers of individual Stations in a Section can be networked to form

a Predictive Preventive Maintenance System for S&T Gears. ( )
7. Data Loggers can also monitor Status of Power Supply and Battery
Voltages. ( )
Choose the Correct Answer (s):
8. Data Loggers can be used for following Functions:
(a) Analysing & Monitoring of Signalling Failures.
(b) Facilitating in Predictive Maintenance of Signalling Gears.
(c) Detection of Signal Passed at Danger (SPAD) cases.
(d) Detection of Operational Mistakes, committed by Panel Operators.
(e) Resolving the Disputes in Accident cases.
(f) All in ‘a’ to ‘e’ above.
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5.7 ANTI COLLISION DEVICE (ACD)
An Anti-Collision Device (ACD) has been developed by Konkan Railway
Corporation (KRCL) to prevent Collisions like situations. This device, when
installed on Locomotives, at Stations, Level Crossing Gates – manned /
unmanned and other vulnerable locations, will provide a Safety shield to Drivers
and Guards against a possible Collision between Trains and of Trains with Road
vehicles at LC Gates. This also helps in detecting Train parting, and can provide
Audible and Visual Warning at Level Crossing Gates when Trains approach
such Gates. The ACD also includes a feature called ‘Driver- Alert’, which causes
an Audio-Visual Indication to appear in the Driver’s Cab at an interval of, say,
15 minutes (programmable) and in case the Driver fails to acknowledge this
Indication by pressing the ‘Driver-Alert’ Button within 1 minute of its appearance,
ACD automatically acts to apply the Brakes to stop the Train. At Level Crossing
Gates, when the Loco ACD comes within Radio range of the ACD at the Gate, it
initiates ‘Auto-whistling’ and the Gate ACD automatically starts a Hooter to warn
the Road users of the approaching Train. This Hooter stops after the passage of
the Train, past the Level Crossing Gate. In this way, ACD acts as a substitute for
Train Actuated Warning Device - the TAWD.
ACDs provided in the Locomotive, Guard’s Brake Van and at Stations and
LC Gates are networked among themselves to exchange Information and
take decision to prevent Collision type of dangerous situations well in time,
automatically without manual Inputs, forming a ‘Raksha Kavach’. All the ACDs
interact with each other and exchange Information, when they are within their
Radio Zones upto 3 Kms., and results of ACD interaction lead to a decision
whether the loco ACD shall apply Brakes or not. If yes, then whether to stop or to
reduce its speed to a pre-determined value. While approaching a Station, Loco
ACD gives Station Approach Warning to the Driver. In the event of Driver not
acknowledging this Warning, the speed of the Train is regulated automatically,
thereby reducing the probability of the Driver passing Signal at Danger. While
entering the Station area, if Loco ACD detects a Train on the Main line, it
automatically regulates its Train speed to what is maximum permitted over
Turnouts, thereby reducing possibility of ‘High speed’ Collision. Further, it Loco
ACD after entering in Loop line, detects presence of another Train on the same
track, both Trains automatically regulate speeds of their respective Trains to what
is permitted for Shunting Operations in the Yard.
While travelling in the mid section, Loco ACDs remain in look out position to
detect the presence of other Trains in a radius of 3 Kms. In case another Train is
approaching on the same track, the Loco ACDs of both the Trains apply Brakes
to bring their respective Trains to a stop thereby reducing possibility of Head-
on Collision. In case a Train detects an another Train moving ahead of it on the
same track and having a separation distance of less than 3 Kms, its Loco ACD
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applies the Brakes to regulate the Train speed, till such time the separation
distance between the two starts increasing again, thereby reducing the possibility
of ‘Rear-end’ Collision. When a Train is approaching a Level Crossing Gate,
Visual and Audio warning is initiated by the ACD Systems for alerting the road
users.
In case Loco ACD detects that any other Train has stopped on adjacent track –
may be due to Derailment, Loco failure, Cattle run-over, Alarm chain pulling etc.,
it will automatically regulate the speed of its Train till such time it crosses it and
will also warn the Driver of the same. If the Driver of the stopped Train presses
‘Normalcy’ Button after ensuring that there is no danger to movement of Trains
on adjacent track, the speeds of other Trains will not be regulated. However, if
he detects that there is an infringement to the adjacent track and presses ‘SOS’
(Save Our Soul) Button, the other approaching Trains will come to a stop, thereby
reducing possibility of either Rear-end or Side Collisions.
Networked ACD System also empowers its other users to send ‘SOS’
(DISTRESS) Signal) to Loco ACDs for stoppage of Trains, whenever a Collision-
like situation is perceived by them as under:
(i) A Train has derailed on adjacent track, resulting in blocking of the track on
which another Train is approaching. SOS from Train in DISTRESS, when
detected by approaching Train on the other track will automatically bring
it to stop or if Collision is inevitable, it will be at a much lower speed. SOS
can be nullified by issuing ‘I am OK’ Signal.
(ii) A Train has stopped out of course on adjacent track and needs immediate
assistance. SOS from this Train can make an approaching Train on the
other track to stop for extending help.
(iii) Guard can send ‘SOS’ through its Guard ACD when he observes
dragging of derailed Coaches / Wagons close to his SLR / Brake Van or
notices a Fire in the running Train.
(iv) Station Master can send ‘SOS’ through his Station ACD when he notices
any unusual like Hot Axle / Flat Tyre / Fire etc. in a Train, while performing
Train passing duties.
(v) Gateman can send Gate ‘Damaged’ Message through his LC Gate ACD
when he notices any last minute infringement of track portion from Road
vehicle in the face of an approaching Train. SOS from ACD of LC Gate,
when detected by ACDs of approaching Trains will automatically initiate
braking action to stop them, prior to the Gate or their speed will get
reduced to reduce the impact of Collision.
5.7.1 Block Schematic of ACD System

A Block schematic of ACD System is shown in the Figure 7.29. The System
comprises of:
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Figure : 7.29 Block Schematic of ACD System
(i) Global Positioning System (GPS) Receiver - giving Latitude and

Longitude and Speed of the Device. GPS Receiver picks up Signals from
the constellation of GPS Satellites (exclusively being used for Global
positioning purpose) and submits the same to Command and Control Unit
(CCU) for deciphering to extract the parameters related to the movement
of Locomotive like Latitude, Longitude, Speed, Date and Time etc. The
Antenna of GPS Receiver is fitted on the rooftop of the Locomotive.
(ii) An intelligent programmable decision making Central Command and
Control Unit (CCU), which takes the Input from the GPS Receiver and
gives Output commands for Audio - Visual or action Signals.
(iii) An Automatic Braking Unit (ABU), add-on to the existing Braking
System on the Locomotive, which acts on the Commands given by the
CCU for applying either the Normal Brakes or the Emergency Brakes on
the Locomotive, as the case may be.
(iv) A limited range (3 Kms. Approx.) wireless data communication system
for two device locations to exchange Information and respond. The omni-
directional Antenna for the Radio Trans-Receiver is fitted outside the
Locomotive Cab at a convenient location on the rooftop. The ACDs on the
Locomotives as well as those provided at unmanned as well as manned
Level Crossing Gates exchange their Identification details with relevant
data enroute through digitally coded Data packets, when they come within
the Radio range of each other. Based on the analysis of Data so received
from other ACDs, the concerned ACD on Locomotive or at LC Gate or in
Guard’s Van then initiates necessary action.
126
(v) Crew Interface and Data Entry Key Pad - a user-friendly Interface,
which helps the Driver to feed the Data at the beginning of the Train
journey like Train Number, Direction of travel - UP or DN, and running on
RIGHT or WRONG track. This direction of travel may be changed at any
Station, if the situation so arises. Interface also provides various Status
in the form of Audio-Visual indications like ‘Station Approach’, ‘SOS’ (for
Head-on / Rear-end / Side Collision situations, ‘Train parted’, ‘Gate open
/ damaged’ etc). Keypad gives a facility to Driver for activation of ‘SOS’,
‘Normalcy’ and ‘Acknowledgement’ etc.
5.8 TRAIN ACTUATED WARNING DEVICE (TAWD)

A large number of Accidents take place at Level Crossings. Most of these are
at unmanned ones. Railway level crossing crashes result in incalculable pain
and suffering for suffering for families and other victims as well as any rail
operator staff involved in the crash.The quantum of the problem can be very
well appreciated from the fact that there is a Level Crossing on a Railway track
for every 1.6 Kms. or so. Protection features provided at LC Gates on Indian
Railways, however, largely have not gone beyond:
(i) Provision of Leaf Gate or a Lifting Barrier at the LC and its Manning.
(ii) Provision of a Telephone, to enable voice contact with nearest Station
from the crossing.
(iii) Interlocking of the LC Gate with Signals.
Methods adopted in providing Telephone and Interlocking of the Gate though

facilitate in enhancing the Safety but cause an increase in the average time of
detention to Road traffic. The Gate is closed just before the entry of a Train in
the section. Unnecessary long detentions to road vehicles at Level Crossings do
cause lot of discontentment, resulting in cases of violation and disregard to safety
provisions.
Warning Device that is actuated by oncoming Train, called Train Actuated

warning Device (TAWD), is one method that can help in closing the Gate for a
minimum period at manned Gates and thus in reducing time of detention to Road
traffic. At unmanned Gates, such a warning can significantly enhance the Safety
of Road traffic. TAWD is a state of art intelligent, electronic safety system.
TAWD can provide appropriate Indications to the Road users for an approaching
Train at the Level Crossing from any of the Directions. A Red or flashing Red
Signal, along with an Audible warning can be displayed for an approaching
Train and a Yellow or flashing Yellow Signal can be displayed, when no Train is
approaching the Crossing. It can detect train at speed up to 250 kmph.
127
(c) Check your Answers with the ones given at the end of this Unit. State
whether the following Statements are True / False:
1. ACD can not be installed at an un-manned Level Crossing Gate. ( )
2. For comprehensive System functioning, ACDs provided in Locomotives,
Guard’s Brake Van, and at Stations & LC Gates are to be networked
amongst themselves to exchange information for Decision Making. ( )
3. Loco ACD utilises Global Positioning System to extract loactional
information of other Locomotives, Stations & LC gates etc. ( )
4. In an ACD System, the facility of sending SOS Command is available to
the Train Driver only. ( )
5. Loco ACD can detect presence of other Trains in the vicinity, when it
comes within a radial distance of 1 Km. ( )
6. TAWD can automatically provide for an Audio-visual Warning at a LC gate
for the Gateman as well as for the Road users. ( )
Choose the Correct  Answer (s):
7. Loco ACD can detect:
(a) Presence of other Trains in a radius of 3 Kms.
(b) Presence of a Train stopped out-of-course on adjacent track.
(c) Location of approaching Station.
(d) Location of an approaching LC Gate - manned or un-manned.
(e) All of ‘a’ to‘d’ above.
5.9. TRAIN COLLISION AVOIDANCE

SYSTEM (TCAS)
TCAS has dual capability of preventing train accidents caused due to signal
passing at Danger (SPAD) or non-observance of speed restrictions by train
drivers as well as preventing train collision. TCAS equipment is developed by
RDSO. Field trials were conducted in Lingampalli – Vikarabad – Wadi – Bider
section of SCR during 2015-16.
TCAS is based on proven European train control system (ETCS-1) technology.

It is also known as automatic train protection. Through this, loco pilots get real
time get real time display of signals inside the cabin, also indicating the distance
to be travelled safely. It also traces the location of the train through the distance
128
traversed from Radio frequency identification tags installed on tracks transmits
the signals to all other trains in the vicinity.
5.10 ADVANCED AUXILLIARY

WARNING SYSTEM (AAWS)
AAWS- provides train protection function.
It is advanced version of AWS is use in Mumbai Suburban Section. AAWS is a

microprocessor based control system, which continuously monitors the speed
direction of based, distance travelled, aspect of the signal passed and the
alertness of the motorman and thus increases the safety of railway system. It
is a safety device preventing the unsafe situations due to the human failure. It
compels the Motorman to obey the aspect of the signal and maintain the current
speed otherwise it applies brakes to decelerate the train to a stop. If it is not well
acknowledge with in time AAWS decelerates the train and applies brake to stop
train. The AAWS system shall consist of:
On – Board System
Track Device
AAWS is a system of providing some advance notification of upcoming signal

aspects to the motorman via a display panel in the driving cab of the motorman
via a display panel in the driving cab of the EMU. The advance notification is
done through trackside electromagnets that trigger relays in the passing EMU
cabs. The AAWS panel in the driving cab has an alarm bagger, a vigilance
button, and can show indicator lights in red, yellow, or blue. When the bugger
alarm goes off, the motorman must press the vigilance button within 4 seconds,
otherwise the breaks will be applied and the motorman will not be able to release
them until the take comes to a complete half.
5.11. TRAIN PROTECTION AND

WARNING SYSTEM (TPWS)
To prevent train accidents, North Central Railway has installed Train Protection
and Warning System (TPWS) on trains. This protection device would
automatically apply brakes on a train if it approaches a fitted signal at danger
too fast or fails to stop at a signal set at danger. It also automatically applies the
brakes if a train is travelling too fast on the approach to certain speed restriction
and buffer stops.
A Standard TPWs installation consists of an on-track transmitter placed to a

signal and activated when the signal is at ‘danger’ point. Any train that tries to
pass the signal will have its emergency brakes activated. If the train is travelling
129
of speed, this may be too late to stop it before the point of collision, therefore a
second transmitter may be placed on the approach to the signal that applies the
brakes on trains going too fast to stop at a signal and this is positioned to safely
stop trains approaching at up to 120km/h. One pair of electronic loops is placed
50-450 metres on the approach side of the Stop signal. The distance separating
the loops is used to control the speed of the train.
In a Standard installation of TPWS, there are two pairs of loops. Both pairs
consist of an ‘arming’ and a ‘trigger’ loop. If the signal associated with the TPWS
is at ‘danger’ the loops will be energized. If the signal is at ‘proceed’, the loop will
de-energise.
The TPWS panel is located is the train cab along with TPWS temporary isolation
switch. The TPWS panel comprises two indicator lamps and a push switch. One
lamp is used to indicate that a TPWS/AWS brake demand has occurred (the
AWS and TPWS System are inter-linked). A temporary isolation indicator/fault
indicator indicates that the system has been isolated with the temporary isolation
switch or a fault has occurred with the TPWS. The push switch marked “train
Stop overside” is used to pass a signal at danger with authority, it temporarily will
ignore the TPWS TSS loops at a signal for a period of around 20 seconds or as
soon as the loops have been passed.
The temporary isolation switch may be operated when the train is being operated
in degraded conditions and multiple stop aspects will be required to be passed
at danger with authority, after which the system must immediately be reinstated.
TPWs is a fool proof system that would prevent train accidents and thus ensure
safety of passengers.
5.12 LET US SUM UP

Modern Signalling Systems do offer Techno-economic Solutions to crucial
issues of Indian Railways viz. Safety Enhancement & Capacity Improvement.
In Relay Interlocking Systems, Relays are employed to achieve the functions

of Interlocking. In such Systems, the layout of the Yard is depicted on a central
Panel called the ‘Control Panel’. Yard is illuminated, indicating the position of
Points, Aspects of the Signals, condition of the Track circuits - Occupied or Clear
and position of running Train, when a move is initiated. Points and Signals etc. in
the Yard are operated electrically from the Control
Panel with the help of Operating Switches / Buttons, provided for the purpose.
Main advantage of Panel / Route Relay Interlocking is the electric operation of
various functions spread over large distances in the field thereby eliminating the
use of multi-cabin operation of Points & Signals. With the elimination of Inter-
cabin Control and Slotting, the time lost in coordination is saved and the Line
Capacity increases and more number of Trains can be run with less number of
Staff.
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Solid State Interlocking Systems employ Fault Tolerant & Fail Safe
Techniques, Electronics and particularly the Microprocessors in place of
Signalling Relays. Interlocking logic is based on Software, requiring no wiring
in the System for individual Route / Signal. SSI System occupies considerably
less space, consumes less power, is reliable and is easy to install and maintain.
Availability of these Systems gets enhanced due to inbuilt Redundancy, Self-
Diagnostic Features, high MTBF and low MTTR. Also, initial commissioning
& changes due to Yard Remodelling can be carried out in a very short time,
requiring skeleton manpower for traffic management during the Blocks.
Alternations in these Systems are managed through Software programming.
Centralised Traffic Control (CTC) implies the Centralised Operation of all

Points and Signals at various Stations on a section of the Railway from one
location. The CTC Operator virtually takes over the work of a number of Station
Masters of individual Stations and operates the Points and Signals at the Stations
electrically through Remote Control. CTC includes Multi Aspect Colour Light
Signalling & Panel Interlockings at Wayside Stations, System for elimination of
necessity to verify the Complete Arrival of Trains, Tokenless Block working and /
or Automatic Signalling. Due to its constituting Components, CTC can provide for
Enhancement in Safety of Train Operations and Improvements in Line Capacity
of the Section. CTC, additionally, can result in Economy in expenditure due to
substantially reduced requirements of Operating and Maintenance Staff.
Train Protection and Warning System is a modern variant of AWS and a

reliable method of ensuring against Driver’s failures to observe and obey Signals
in time. TPWS can be used as Overlay on an existing Signalling System to
provide for complete range of functions needed in a Safety Aid for the Driver like
continuous monitoring of speed of the Train, automatic application of Brakes
when required, Signals in the Driver’s Cab, Self Diagnostic Features and
enforcement of Temporary Speed Restriction at Work Sites. TPWS comprises
of Track side sub-System and On-board Computer sub-System. On-board
Computer continuously gets updated by the Information (concerning Movement
Authority) transmitted by the track side Balises. Balise interfaces with the
Interlocking System and transmits the necessary Data to the Train through the
Balise Antenna fixed underneath the Locomotive. Based on the details received
in the Movement Authority, On- board Computer supervises the Train.
Data Logger is a Microprocessor based Electronic device used for storing /

logging the Data in a Relay Interlocking / Solid State Interlocking Installation.
Data concerning operations of Relays, change of status in the position of
Relays, levels of AC/DC voltage and channels in the Axle Counters is collected
in a Battery back up Memory of the Data Logger with Date & Time stamps.
Networking of Data Loggers of various Stations with Central Monitoring Station
in Control Office has made the On-line monitoring and processing of health of
Signalling equipments at a central location, a reality. Networked Data Logger
System can also be used to automate Train Charting, which in turn can provide
On-line Information of running of Trains to Passengers, through appropriate inter-
connected Hardware and Access System.
131
Anti-Collision Device (ACD) when installed on Locomotives, at Stations,
Level Crossing Gates – manned / unmanned and other vulnerable locations,
can provide a Safety shield to Drivers and Guards against a possible Collision
between Trains and of Trains with Road vehicles at LC Gates. This Device also
helps in detecting Train parting, and can provide Audible and Visual warning
at Level Crossing Gates when Trains approach such Gates. ACDs provided in
the Locomotive, Guard’s Brake Van and at Stations & LC Gates are networked
among themselves to exchange Information and take decision to prevent
Collision type of dangerous situations well in time, automatically without manual
Inputs, thus forming a ‘Raksha Kavach’.
Networked ACD System also empowers its other users to send ‘SOS’
(DISTRESS) Signal) to Loco ACDs for stoppage of Trains, whenever a Collision-
like situation is perceived by them. The ACD System comprises of a GPS
Receiver giving Latitude and Longitude and Speed of the Device, an intelligent
programmable decision making Central Command and Control Unit (CCU), which
takes the Input from the GPS Receiver and gives Output commands for Audio
- Visual or Action Signals and an Automatic Braking Unit (ABU), add-on to the
existing Braking System on the Locomotive, which acts on the Commands given
by the CCU for applying either the Normal Brakes or the Emergency Brakes on
the Locomotive, as the case may be. A limited range (3 Kms. Approx.) wireless
Data Communication System is also built in for the two device locations to
exchange Information and respond.
Train Actuated warning Device (TAWD) is a Warning Device, actuated

by oncoming Train that can help in closing the Gate for a minimum period
at manned Gates and thus in reducing time of detention to Road traffic. At
unmanned Gates, such a warning can significantly enhance the Safety of
Road traffic. TAWD can provide appropriate Indications to the Road users for
an approaching Train at the Level Crossing from any of the Directions. A Red
or flashing Red Signal, along with an Audible warning can be displayed for an
approaching Train and a Yellow or flashing Yellow Signal can be displayed, when
no Train is approaching to the Crossing.
5.13 CHECK YOUR PROGRESS: THE KEY

CYP 1 :
True / False:
1. True. 2. True. 3. False. 4. False 5. True. 6. True. 7. False. 8. True. 9. True.
CYP 2 :
1. Essential component parts in a Signalling System, where Trains are

operated under Centralised Traffic Control (CTC) System, are as follows:
(i) Control-cum-Indication Panel (CCIP) at Central Control Centre
(CCC).
132
(ii) Multi-Aspect Colour Light Signalling (MACLS) & Panel Interlockings
(PI) at Wayside Stations.
(iii) System for elimination of necessity to verify the Complete Arrival of
Trains.
(iv) Tokenless Block Working and / or Automatic signalling.
2. Provision of CTC on a congested Single Line section can affect an
increase in Line Capacity to the extent of 40% to 50%. The increase in
Line Capacity is due to:
(i) Centralised Control.
(ii) No necessity of verifying Complete Arrival of Trains, this being done
automatically by the System.
(iii) Reduced Crossing time for the two opposing Trains, from typically
10-15 minutes to 2-3 minutes.
(iv) Proper Planning of Train movements in respect of Precedences &
Crossings.
CYP 3 :
True / False:
1. False. 2. True. 3. True. 4. False 5. False. 6. True. 7. True.
Correct Answer:
8. (f).
CYP 4 :
True / False:
1. False. 2. True. 3. True. 4. False 5. False. 6. True.
Correct Answer:
7. (e).
UNIT END QUESTIONS
Q. 1 What is Relay Interlocking? Enumerate the advantages of Relay

Interlocking over Mechanical Interlocking achieved through Lever Frames.
Q. 2 Enumerate the advantages of SSI over Relay based Interlocking
Systems.
Q. 3 Enumerate the Benefits of a CTC System.
Q. 4 What is a Data Logger? What are the main Advantages of a Data Logger
System?
133
Q. 5 Narrate a few Applications of Data Logger System, which have been
effectively used in various kinds of Operational & Maintenance Activities.
Q. 6 Why is AWS provided? Explain the working Philosophy of an Automatic
Warning System.
Q. 7 What is an ACD? Explain with the help of necessary Block Schematics
the functioning of an ACD.
Q. 8 How do ACDs in a network act in an integrated manner to prevent
Collisions in mid-Section?
Q. 9 What is TAWD? Why is it required? Can it be installed at an unmanned
Level Crossing?
134
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Aspects of Railway
Functioning
UNIT-6
Locomotives
Structure
6.0 Objectives
6.1 Introduction
6.1.1 Network of Indian Railways
6.1.2 Fleet of Rolling Stock on Indian Railways
6.1.3 Indices used to monitor the Effectiveness and Utilisation of Rolling
Stock
6.2 Modes of Traction on Indian Railways
6.3 Electric Locomotives
6.3.1 Bogie Arrangements
6.3.2 Types of Braking Systems
6.3.3 Protective Equipments in Electric Locomotives
6.3.4 AC /DC Dual Voltage Locomotives
6.3.5 Principles of Maintenance
6.3.6 Traction Loco Controller
6.4 Diesel Locomotives
6.4.2 Power Controller
6.5 Classification of Locomotives
6.5.1 The Classification Syntax
6.5.2 Syntax Examples
135
6.6 Broad Gauge Locomotives Used on Indian Railways
6.6.1 Diesel Traction
6.6.2 Electric Traction
6.7 Metre Gauge Locomotives Used on Indian Railways
6.8 Narrow Gauge Locomotives Used on Indian Railways
6.8.2 Battery Traction
6.9 Let Us Sum Up
Unit End Questions
6.0 OBJECTIVES
(i) Describe the specific Characteristics of Different Modes of Traction used

on Indian Railways.
(ii) List out the kinds of Locomotives presently used in the Fleet of Rolling
Stock of Indian Railways and their relative Merits.
(iii) Explain the Principle of Working of Diesel and Electric Locomotives. (iv)
Discuss the Superiority of Electric Traction over the other Modes viz.
Steam and Diesel.
(v) List out the Protective Measures provided in Electric Locomotives for
Safety of Operating Personnel.
(vi) Define the Role of Traction Loco Controller and Power Controllers posted
in the Control Offices.
(vii) State the Routine and Periodical Maintenance Activities carried out on the
Electric and Diesel Locomotives to keep them under good fettle, through
out their Life-span.
6.1 INTRODUCTION
The credit of perfecting design goes to George Stephenson, who is 1814
produced first stream locomotive used for traction in railways. The first public
railway in the world was opened to traffic on 27th September 1825 between
Stockton and Darlington in the UK. The first train, consisting of one steam engine
and four coaches, made its maiden trip in India on 16th April, 1853, when it
traversed a 21 mile stretch between Mumbai and Thane in 1.25 hours.
136
The Fleet of Rolling Stock on Indian Railways comprises the Locomotives,
Coaches and Wagons. Locomotives provide the Motive Power Source for the
Train, formed of Coaches and Wagons. In this Unit, We shall discuss different
types of Locomotives (Modes of Traction) used and being used on Indian
Railways and how these got successfully implemented with the passage of Time,
Development in Technology and Growth of Traffic. We shall highlight the current
Scenario obtainable in this regard and list out the various Diesel and Electric
Locomotives used on Broad Gauge, Metre Gauge and Narrow Gauge sections of
Indian Railways. We shall also explain the Maintenance Activities carried out on
Electric and Diesel Locomotives to keep them in good running condition, through
out their Life-span.
6.1.1 Network of Indian Railways

The Network of Indian Railways is spread over Broad gauge (1576 mm) (5 ft. 6
inch), Metre Gauge (1000 mm) (1 m or 3ft 9 inch) and Narrow Gauge (762 and
610 mm) (2 ft. 6 inch & 2 ft.). Generally, Trunk Routes were laid with BG Track
and other Routes with MG, leaving small Hilly Routes and some Branch Lines
with NG. Indian Railways launched an ambitious Plan of large scale Gauge
Conversion (Uni-Gauge Project) in the Year 1992 and due to Gauge Conversion
Works, Routes with BG have increased. More than 75 per cent of Route
Kilometrage of Indian Railways, today, is on BG. Route Kilometres, separately
for three Gauges - BG, MG & NG of Indian Railways, in totality, as on 31st march
2006 are given in Box ‘1’.
Box 1 Route Kilometres on Indian Railways as on 31.03.2016

SN Gauge Route Kilometres
1. Broad Gauge (BG). 60510 (90.7 %)
2. Metre Gauge (MG). 3880 (5.8%)
3. Narrow Gauge (NG). 2297 (3.4 %)
Total. 66687
6.1.2 Fleet of Rolling Stock on Indian

Railways
The Fleet of Rolling Stock on Indian Railways comprises of Locomotives,
Coaches and Wagons. Locomotives provide the Motive Power Source for
the Train formed of Coaches (for Passenger & Parcel Traffic Transportation)
and Wagons (for Goods Traffic Transportation). It is important that the Fleet is
adequate to meet the traffic demand and its fluctuations.
Efficient Up-keep and optimum Serviceability of the Rolling Stock, as a whole, is

indeed vital to the operation of the Railway System. A significant part of Railway
Expenditure, therefore, occurs on the acquisition and up-keep of the Rolling
Stock.
137
As of march 2006, IR’s Fleet consisted of:
(i) 44 Steam, 4793 Diesel & 3188 Electric Locomotives.

(ii) 38,196 conventional Coaches, 5316 EMUs (Electric Multiple Units)* &
578 DMUs (Diesel Multiple Units)* / DHMUs (Diesel Hydraulic Multiple
Units)*.* Covered in Unit 8
(iii) 207,176 units of Wagons comprising 61,088 Covered, 93,475 Open High-
sided, 8,723 Open Low-sided, 33,587 other types & 10,303 Brake Vans /
Departmental Wagons.
6.1.3 Indices used to monitor the

Effectiveness and Utilisation of
Rolling Stock
Following are the important Indices used to monitor the effectiveness and
utilisation of Rolling Stock:
(i) Gross & Net Tonne Kilometres.

(ii) Train Kilometres - Passenger & Goods.
(iii) Vehicle Kilometres.
(iv) Wagon Kilometres.
(v) NTKMs (Net Tonne Kilometres) per Wagon Day.
(vi) Cost per Vehicle Kilometres.
(vii) Cost per Wagon Kilometres.
6.2 MODES OF TRACTION ON INDIAN RAILWAYS

Indian Railways started their operations with Steam Traction. Diesel Locomotives
were inducted in the System in late 1950s and Electric Traction in early 1960s.
Electric Traction was initially opened in and around Mumbai, Chennai and
Kolkata.
Steam Traction, being the most energy inefficient of the three Tractions
(Efficiency: 6% to 8%), has been practically phased out, leaving only a very few
services from the view point of Heritage or Tourism. To conserve the depleting
resources of Hydro-carbon Energy, Electrification of dense Routes was taken
during Plan Periods after Independence, and as of March 2005, Indian Railways
have electrified a total of 17,907 RKMs, which constitutes 28.3% of the total
Route Kilometrage. Electrified Route is carrying nearly 65% of the Freight and
48% of the Passenger traffic on IR. Electrified Route on Indian Railways now
covers almost all the major Trunk and Main Line Routes.
138
Indian Railways, for all practical purposes, now have only Diesel and Electric
Traction. Traction is the term, synonymous to Locomotives or the System of
working of the Locomotives.
In a Diesel Locomotive, the Motive Power is an Internal combustion Engine using

High Speed Diesel (HSD) oil as the source of Energy.
Electric Traction on Indian Railways, as available at present, still uses DC on

some sections. The Electric Locomotive Fleet, therefore, apart from DC and AC
Electric Locomotives, also consists of Dual Traction Locomotives, which are used
only in sections around Mumbai which is the only location in India, still using
DC Traction. They can run under AC Traction too. The main purpose behind the
manufacture of these types of Locomotives was to provide Transportation in and
out of Mumbai Area without changing the Engine.
Electric Locomotive derives its Power from the Overhead Electric line running
over the Track. In some cases, mostly on Metros, the Power is derived from the
Third Rail or a combination of Third and Fourth Rails.
Traction-wise holding of Locomotives is indicated in Box 2.
Box 2 Traction-wise Holding of Locomotives

Year Steam Diesel Electric
1950-51 8120 17 72
1960-61 10312 181 131
1970-71 9387 1169 602
1980-81 7469 2403 1036
1990-91 2915 3759 1743
1991-92 2492 3905 1871
1992-93 1725 4069 2012
1993-94 911 4192 2117
1994-95 358 4259 2302
1995-96 209 4313 2387
1996-97 85 4363 2527
1997-98 64 4496 2646
1998-99 58 4586 2785
1999-2000 56 4651 2810
2000-01 54 4702 2810
2010-11 53 5137 4033
2012-13 43 5345 4568
2013-14 30 5633 4823
2014-15 39 5869 5214
2015-2016 39 6023 5399
139
Diesel Locomotives are presently manufactured at Diesel Locomotive Works
(DLW), Varanasi and Electric Locomotives at Chittaranjan Locomotive Works
(CLW), Chittaranjan. Both these Works function directly under the Ministry of
Railways. BHEL (Bharat Heavy Electricals Limited), a Public sector Undertaking,
also has been manufacturing Electric Locomotives, though in small numbers.
CLW, today, is the largest producer of Electric Locomotives in the World at one
location. Although in the initial years of Electrification, the Indian Railways had
to import a large number of Electric Locomotives from Japan and the European
Group, the Country now is not only self-sufficient in the manufacture of Electric
Locomotives, but is now in a position to export them too.
Maintenance and Operation of Diesel Locomotives is done by the Mechanical

Engineering Department, and Electrical Engineering Department does similar
Operations for Electrical Locomotives.
The Utilisation of Locomotives is reckoned in terms of Volume of Traffic moved -

Gross Tonne Kms. (Trailing Load in Tonnes multiplied by the Distance traversed
in Kms.).

Note:
Questions.
1. Steam Traction had been an efficient mode of traction but had to be given
up on account of depleting sources of Coal in the country. ( )
2. Electrified Routes on Indian Railway carry nearly 48% of the Freight and
65 % of Passenger Traffic on IR. ( )
3. In Diesel Locomotives, the Motive Power is an Internal Combustion
Engine, using High Speed Diesel (HSD) Oil as the source of Energy.
( )
4. Present Electric Loco Fleet on Indian railways consists of AC Electrical
Locomotives only. ( )
Fill up the Blanks:
5. In India, Diesel Locomotives are manufactured at ................ .
6. In India, Electric Locomotives are manufactured at ................
7. Utilisation of Locomotives is reckoned in terms of Volume of Traffic moved,
the index being .......................... .
140
6.3 ELECTRIC LOCOMOTIVES
In an Electric Locomotive, the Traction Motor is mounted either on each individual
Axle or one per Bogie. Shaft of the Traction Motor is connected to the Axle
through a Gear Train. When Electric Energy is supplied to Traction Motors, they
rotate setting the Locomotive to motion. The Traction Motors used in Electric
Locomotives are either DC Series type or 3-Phase Induction Motors, the latter
being the recent development in Electric Traction Technology.
In an Electric Locomotive, current is collected from Overhead wires by means

of a ‘Pantograph’, mounted on the roof of the Locomotive. This ‘Pantograph’
remains in continuous touch with the Contact wire. In case of DC Locomotive,
the Power collected by the ‘Pantograph’ is directly fed to Traction Motors through
Resistance required for speed control. However, in case of 25 KV AC System,
the AC Power is first stepped down from 25 KV to 1500 V by means of a
Transformer and then converted to DC Power by means of a Rectifier. The speed
is controlled by means of an ‘On-load Tap Changer’. Tap Changer changes
the input to the Transformer, thus varying its Output. In Thyristor Controlled AC
Locomotives, the speed control is achieved by regulating the Firing Angle of the
Thyristors.
In case of 3-Phase Induction type Traction Motors, the single Phase AC Supply
is converted to 3-Phase Supply and then fed to Motors. Significant developments
in Power and Control Electronics have made it possible to use Robust Squirrel
Cage Induction Motors in Traction Applications with accompanying advantages
of higher Operational Speed and lower Maintenance Cost. In addition, use
of an Induction Motor in Locomotive Propulsion System provides an added
capability of Regenerative Braking, wherein during the Braking cycle, the Traction
Motors generate Power, which is fed back to the Overhead wires. In case of
Regenerative Braking, total Energy Consumption may be reduced by 15 to 20%,
depending upon the Track condition (gradients etc.).
6.3.1 Bogie Arrangements

A Bogie is a structure underneath a Locomotive / Coach / Wagon to which Wheel
Axles are attached through Bearings. There are usually two Bogies for each
Coach, Wagon or Locomotive. The connections of the Bogies with the Structure
of Locomotive / Coach / Wagon above allow a certain degree of rotational
movement around a vertical axis. Most Bogies have two Axles, but some
Carriages, designed for extremely heavy loads, are built with up to five Axles per
Bogie. Heavy-duty Carriages may also have more than two Bogies to equalize
the load.
Bogie arrangement in IR Locomotives is as under:
B: Two Axle Bogie, with one Traction Motor for both the Axles.
141
Bo: Two Axle Bogie, with one Traction Motor for each Axle.
Co: Three Axle Bogie, with one Traction Motor for each Axle.
B-B: Loco with Two ‘B’ Bogies.
Co-Co: Loco with Two ‘Co’ Bogies.
Bo-Bo-Bo: Loco with Three ‘Bo’ Bogies.
6.3.2 Types of Braking Systems

There are two basic types of Braking Systems:
(i) Friction Braking System: In this System, the stored energy is dissipated
as Heat on a Brake Shoe or Pad rubbing on a Wheel or Brake Drum
Following types of brake systems are used in Diesel Locomotives:-
Brake System Locomotives

KNORR WDS4B, WDS4D
28LV1 YDM4,WDS6,WDS5,WDM2
28LAV1 WDM2A,WDM2C
IRAB WDM2B,WDM2C,WDG2,WDP2,WDP1
CCB WDG4,WDP4
(ii) Electric or Electro-dynamic Braking: In this System, the stored Energy

is converted into Electrical Energy and dissipated in Resistance as heat
or returned to the Supply, the latter methodology referring to Regenerative
Braking. In this System, Traction Motors operate as Generators driven by
the momentum of the Train. This System brings in an additional Factor of
Safety and reduces wear of Brake Shoes as well as reduces production
of Brake Dust, which is harmful to Traction Motors.
BRAKING DISTANCE: The distance travelled by a train after its brakes are
applied, is known as the breaking distance, and this is an important concept in
signalling for determining the signal sighting distance. There are two methods on
application of brakes.
(i) Service braking distance:- is the distance required to stop the train
running at the maximum permissible speed of the line.
(ii) Emergency braking distance:- is the distance travelled by train before
coming to a stop by sudden application of brake at one stretch.
Braking distance depends on various factors such as speed, type of locomotive,

type of Rolling stock, type of braking, load, Gradient, Adhesion on track, wind
speed etc. EBD for full load passengers trains on level gradient a 100kmph is
typically about 1200m.
142
6.3.3 Protective Equipments Provided in
Electric Locomotives
In Electric Locos, protection is needed for Safety of Operating Personnel against
coming in accidental contact with the live circuit and also for safety of individual
equipment against major damage, in case of Faults.
A Double Pole Earthing Switch is provided on the roof of the Locomotive, which
can be manually operated by the Driver from inside of Locomotive resulting in
Isolation and Earthing of Loco Equipment. The Driver can then enter the High
Tension Compartment to check Electrical Equipment. The Key of High Tension
Compartments can be released only when Pantograph is lowered and Double
Pole Earthing Switch is operated to Earth Position.
All Electric Equipments in the Locomotives are also connected to earth by Double
Connection to provide for need protection in Fault situations.
6.3.4 AC / DC Dual Voltage Locomotives

In Mumbai Region, where both 1500 V DC and 25 KV AC Traction Systems are
provided, Dual Voltage Locomotives are in use to avoid change of Locomotives,
where Traction System changes.
Dual Voltage Locomotive comprises Equipment of AC as well as DC

Locomotives. While working in DC Areas, the Power Supply is directly fed
to Traction Motors through Resistance. Transformer and Rectifier circuits
are automatically isolated. Similarly, while working in AC Sections, Starting
Resistances used in DC Section are automatically isolated.
A Voltage sensing Device is provided in the Locomotive to sense OHE Voltage

(whether AC or DC) and operate appropriate circuit automatically.

The System of Preventive Maintenance envisages a Schedule for Maintenance
attention at regular specified intervals and replacement of worn out / faulty
components. It aims to replace the components before they actually fail in
service due to Fatigue, Ageing, wear and tear, whilst also endeavouring to
obtain maximum life possible for the components. The System also aims at
synchronisation of attention to all related components so that the Manpower and
Engine Days lost on account of examination are kept to the minimum.
The System of Preventive Maintenance is evolved normally either on Time basis

or Kilometrage basis.
A number of Maintenance Schedules have been laid down to ensure trouble- free
working of Locomotives:
143
(i) Trip Inspection: Done after every trip of 1000 - 1500 Kms. for Passenger
Locomotives and 2500 – 3000 Kms. for Goods Locos. The work involved
is Visual Examination of all equipments, Checking for correct functioning
and Topping up of Oil etc. Time Required: 2 Hours.
(ii) Fortnightly Schedule: Apart from the Works done in Trip Schedule, the
Brake Blocks are adjusted. Time Required: 3 - 4 Hours.
(iii) Monthly Schedule: Apart from the Work done in Fortnightly Schedule,
Contacts of Relays and Contactors and other fast wearing Items are
attended. Time Required: 6 Hours.
(iv) Bi-monthly Schedule: Apart from the Work done in Monthly Schedule,
some more listed Items in the Schedule are attended. Time Required: 8
Hours.
(v) Four Monthly Schedule: Apart from the Work done in Bi-monthly
Schedule, some more listed Items & Equipments are attended and in
more details. Time Required: 12 Hours.
(vi) Annual Overhaul (AOH): In this Schedule, except Transformer, almost
all major equipments are taken out of the Locomotive, Overhauled and
Fitted back. Time Required: 5 to 6 Days.
(vii) Intermediate Overhaul (IOH): This Schedule is done after 3 Lakhs
Kms. run or every year. In this Schedule, all major equipments including
Transformer are taken out of the Locomotive, Overhauled and Fitted
back. Time Required: 13 to 15 Days.
(viii) Periodic Overhaul (POH): This Schedule is done after 6 Lakhs Kms. run
or after 6 years. In this Schedule, almost all components are removed,
Overhauled, Calibrated / Tested and Fitted back. This virtually amounts to
building a New Locomotive. The objective is to restore the Equipment to a
condition as close as possible to New. Time Required: 6 Weeks.
All facilities required for Maintenance of Locomotives except POH are provided
in Base Shed. One Shed is normally sufficient to handle upto 100 Locomotives.
Besides the Main Shed, outstation Sheds are provided in major Yards / Terminal
Stations to carry out Running Maintenance and Trip Inspections. POH is done in
separate POH Shops, provided for the purpose.
6.3.6 Traction Loco Controller

In the Control Office, Traction Loco Control (TLC) is manned by a senior
Supervisor whose function is to arrange Electric Locos / EMUs, according to
traffic requirement, arrange for sending of Locos / EMUs for the due Inspection in
the Sheds and guide Drivers / Motormen in case of any trouble on the line. They
are also responsible to provide Drivers and Motormen in time for manning the
Electric Locos / EMUs.
144
Check Your Progress 2
Note:
Questions.
1. Enumerate the prescribed Maintenance Schedules on Electrical
Locomotives.

2. TLC’s functions include arranging of Electric locomotives & EMUs,
according to the Traffic requirements. ( )
3. AC / DC Dual Voltage Locomotives are still in use in Mumbai Region of
Indian Railways. ( )
4. In Regenerative Braking, the stored Energy is converted into Electrical
Energy and fed back to the Supply System. ( )
5. Traction Motors used in Electrical Locomotives are of DC Series type
irrespective of the type of the Locomotive. ( )
Fill up the Blanks:
6. In a Locomotive, Bogie arrangement Co-Co means ............................
7. In Electric Locomotives, current is collected from Overhead wires by
means of a device called ........................... , which is mounted on the roof
of the Locomotive.
8. In an Electric Locomotive, the speed is controlled by ...........................
9. In case of Regenerative Braking, total Energy consumption may be
reduced by ........................... , depending upon the Track conditions.
10. A ........................... is provided on the roof of the Electric Locomotive, which
can be manually operated by the Driver from inside of the Locomotive,
resulting in isolation & Earthing of Loco Equipment.
145
6.4 DIESEL LOCOMOTIVES
In a Diesel Locomotive, the Motive Power is an Internal Combustion Engine
(ICE), using High Speed Diesel (HSD) Oil as the source of Energy. The
Mechanical Energy of the Diesel Engine is converted in to Electrical Energy (DC)
by a DC Generator mounted alongside the Diesel Engine. The Traction Motors
derive Power from the Generator. In other words, a Diesel Locomotive is a kind
of Mobile Power house.
S.No. Diesel Locomotive Year of Manufacturing Details

1. WDS-1 1945 General Electric
2. WDS-2 1954 Cross Murfy
3. WDM-1 1957 ALCO,USA
4. WDS-1 1961 MaK,Gmbh Germany
5. WDM-2 1964 ALCO,USA
6. WDM-4 1962 General Electric, USA
7. WDS-5 1967 ALCO,USA
8. YDM-4 1968 DLW,India
9. WDS-4 1969 CLW,Chitaranjan
10. WDS-6 1975 DLW,Varansi
11. WDM-6 1981 DLW,Varansi
12. WDM-7 1987 DLW,Varansi
13. WDM-2c 1994 DLW,Varansi
14. WDP-1 1995 DLW,Varansi
15. WDG-2 1995 DLW,Varansi
16. WDP-2 1998 DLW,Varansi
17. WDP-4 2002 General Electric,USA
18. WDG-4 2002 General Electric,USA

The System of Preventive Maintenance envisages a Schedule for Maintenance
attention at regular specified intervals and replacement of worn out / faulty
components. It aims to replace the components before they actually fail in service
due to Fatigue, Ageing, wear & tear, whilst also endeavouring to obtain maximum
life possible for the components. The System also aims at synchronisation of
attention to all related components so that the Manpower and Engine Days lost
on account of examination are kept to the minimum.
The System of Preventive Maintenance is evolved normally either on Time basis

or Kilometrage basis. The Schedules in vogue are as under:
(i) Trip Schedule / Weekly Schedule.

(ii) Fortnightly Schedule.
(iii) Monthly Schedule.
(iv) Quarterly Schedule.
146
(v) Half-yearly Schedule.
(vi) Yearly Schedule.
(vii) Two-yearly Schedule.
(viii) Three-yearly Schedule.
(ix) Periodical Overhaul (POH), after an interval of 6 years or 8 Lakhs Kms.,
which ever is earlier
All facilities required for Maintenance of Locomotives except POH are provided
in Base Shed (also called Home Shed). One Shed is normally sufficient to
handle 100 to 150 Locomotives. Besides the Main Shed, outstation Sheds (also
called Trouble Shooting points) are provided in major Yards / Terminal Stations
/ Fuelling or crew Changing Points to carry out Running Maintenance and Trip
Inspections as also to attend any minor repairs that might develop between
schedules. POH is done in separate POH Shops, provided for the purpose.
6.4.2 Power Controller

In the Control Office, the Role of Power Controller (a senior Supervisor from
Loco Wing of Mechanical Engineering Department) is akin to that of Traction
Loco Control (TLC) in Electric Traction Area. In fact, Power Controller is also
there in Electrified Areas as there a number of Trains, which are still worked
on Diesel Motive Power. The Functions of Power Controller include arranging
Powers (Diesel Locos) according to the traffic requirement and also the Drivers
for manning them. Power Controller is an important link for the Drivers to get all
guidance and help in case of any trouble on the line. Power Controller, in addition,
keeps a tab on Ineffective Locos in the jurisdiction over the Division, in close
liaison with the Loco Sheds, to keep the numbers within the prescribed limits.

Questions.
1. Enumerate the prescribed maintenance Schedules on Diesel Locomotives.
147
2. Explain, in brief, the role of the Power Controller.
6.5 CLASSIFICATION OF LOCOMOTIVES

On Indian Railways, Locomotives are classified according to their Track Gauge,
Motive Power, the Work they are suited for and their Power or Model Number.
The Class name includes this Information about the Locomotive. It comprises 4
or 5 Letters. The first Letter denotes the Track Gauge. The second Letter denotes
their Motive Power (Diesel or Electric) and the third Letter denotes the kind of
Traffic they are suited for (Goods, Passenger, Mixed or Shunting).
The fourth Letter earlier used to denote the Locomotives’ chronological Model
Number. However, from 2002 onwards, a new Classification Scheme has been
adopted. Under this System, for newer Diesel Locomotives, the fourth Letter will
denote their Horse Power Range. Electric Locomotives don’t come under this
Scheme and even all Diesel Locos are not covered under this Scheme. For them,
this Letter denotes their Model Number as usual.
A Locomotive may sometimes have a fifth Letter in its name, which generally
denotes a technical variant or sub-class or sub-type. This fifth Letter indicates
some smaller variations in the basic model or series, perhaps different Motors, or
a different Manufacturer.
With the new Scheme for classifying Diesel Locomotives, the fifth item is a Letter
that further refines the Horsepower Indication in 100 HP Increments, ‘A’ for 100
HP, ‘B’ for 200 HP, ‘C’ for 300 HP, etc. So in this scheme, a WDM-3A refers to a
3100 HP Loco, while a WDM-3F would be a 3600 HP Loco.
148
6.5.1 The Classification Syntax
First letter Second Letter Third Letter Fourth Letter Fifth Letter
(The Gauge) (The Motive (The Job
Power) Type)
W: BG, D: Diesel, G: Goods, Denotes HP Refines further
Y: MG, C: DC Electric, P: Passenger, Range in Diesel the HP in
Z: NG (2.5 ft.), A: AC Electric, M: Mixed (Both Locomotives Diesel
N: NG (2 ft.) CA: Both DC & Goods (‘1’ would A: 100 HP,
Locomotives: AC (CA is & Passenger), denote B: 200 HP,
considered as a S: Used for 1000 HP, C: 300 HP and
Single Letter), Shunting, ‘2’ would so on.
B: Battery Electric U: Electric indicate
Multiple Unit, 2000 HP etc.)
R: Railcars & Model
Number
in Electric
Locomotives.
6.5.2 Syntax Examples

WDM 3A: W: BG, D: Diesel, M: suitable for Mixed Service, 3A: Locomotive
Power is 3100 HP - 3 Denotes 3000 HP & ‘A’ Denotes 100 HP more.
WAP 5:W: BG, A: AC Electric Traction Motive Power, P: Suitable for Passenger
Service, 5: Denotes that this Locomotive is chronologically the 5th Electric
Locomotive Model used by the Railways for Passenger Service.
6.6 BROAD GAUGE LOCOMOTIVES

USED ON INDIAN RAILWAYS

Box 3: BG Diesel Locomotives Used on Indian Railways
Type of Service Locomotive
Passenger Service WDP 1 WDP 2 (New Class Name WDP 3A. Entered service
in 1998. Rated at 3100 HP. WDP 3: These Locomotives are
actually Prototypes of the Class WDP
1 and never entered Serial Production. WDP 4:
(Former GM-EMD Make). Rated at 4000 HP.
Goods Service WDG 2: New Class Name WDG 3A. This Class is
actually a technically upgraded form of WDM 2. WDG 3B,
WDG 3C & WDG 3D: Technical upgraded forms of WDG
2 or WDG 3A. WDG 4: (Former GM Make). First Units
were imported in 1999. Local Production started in 2002.
Rated at 4000 HP.
149
Mixed service WDM 1: First Main line Diesel-electric Locomotives used
in India. Introduced in 1957. Imported. Out of service
now. Rated at 1950 HP.WDM 2: Most widely used and
first homemade Main line Diesel-electric Locomotive in
India. Prototype designed by M/s ALCO. Introduced in
1962. Rated at 2600 HP. WDM 2A & WDM 2B: Technical
variants of WDM 2. WDM 3: Only ‘8’ Nos. were imported.
They used Hydraulic Transmission and are currently non-
functional.WDM 3A: Formerly WDM 2C. It is not related to
WDM 3. Rated at 3100 HP. WDM 3C & WDM 3D: Higher
powered versions of WDM 3A. WDM 4: Entered service
along with WDM 2. Prototypes designed by General
Motors. Though considered superior to WDM 2 in many
ways, it wasn’t chosen for Indigenous manufacture, as
General Motors did not agree to a Technology Transfer
Agreement. Rated at 2600 HP. WDM 6: Very rare Class,
only ‘2’ Nos. were made. WDM 7Note: No Locomotive
Class was designated as WDM 5 in India.
Shunting Service WDS 1: First widely deployed and successful Diesel
Locomotives used in India. Imported in 1940s. Currently
out of service. Rated at 386 HP. WDS 2: Currently out of
service. WDS 3: All Locomotives of this Class were rebuilt
and reclassified as WDS 4C in 1976 - 78. Rated at 618
HP. WDS 4, WDS 4A, WDS 4B & WDS 4D: Designed by
Chittaranjan Locomotive Works. Rated at 600 - 700 HP.
WDS 4C: Rebuilt WDS 3 Locos. WDS 5 WDS 6 WDS 8
Note: Classes from WDS 1 to WDS 4D have Hydraulic
Transmission. The WDS 4, 4A, 4B, 4C and 4D are the
only still existing Broad Gauge Locomotives with Diesel-
hydraulic Transmission.

Box 4 BG Electric Locomotives Used on Indian Railways
Passenger DC Traction:WCP 1 & WCP 2: Historically very important
Service Locomotives as these are the very first Electric Locos,
used in India. Rated at 2160 HP. WCP 3 & WCP 4: These
are also among the earliest Electric Locos used in India.
AC Traction:WAP 1: Designed by Chittaranjan Locomotive
Works in 1980 for the ‘Kolkata - Delhi’ Rajdhani Express.
A very successful Class. Rated at 3900 HP. WAP 2
WAP 3WAP 4: Upgraded from WAP 1 for higher loads by
Chittaranjan Locomotive Works in 1994. One of the most
successful Locomotives in India. Rated at 5350 HP. WAP 5
WAP 6 WAP 7: Same design as WAG 9, with modified Gear
Ratio. Highly Powerful Class. Rated at 6250 HP.
150
Goods Service DC Traction:WCG 1: These are Swiss Make Locomotives,
imported in 1928. These are among the earliest Electric
Locos, used in India. Rated at 2600 - 2950 HP. WCG 2:
Designed by Chittaranjan Locomotive Works in 1970.
Goods Service AC Traction:WAG 1 WAG 2 WAG 3 WAG 4 WAG 5: The
most successful Electric Locomotives in India. Designed by
Chittaranjan Locomotive Works in 1984. Rated at 3850 HP.
WAG 5A & WAG 5B: Technical variants of WAG 5. WAG 6A:
Imported from ASEA and Hitachi. Rated at 6110 HP. WAG
6B & WAG 6C: Variants of WAG 3A. All rated at 6110 HP.
WAG 7: Very successful Class. Designed by Chittaranjan
Locomotive Works. Rated at 5000 HP. WAG 8 WAG 9:
Currently the most powerful Class in India. Rated at 6350
HP. Same Design as WAP 7 with modified Gear Ratio.
Designed by Adtranz, Switzerland.
Dual (Both DC & AC Traction):WCAG 1: Designed by
Bharat Heavy Electricals Limited. Rated at 2930 HP under
DC Traction and 4720 HP under AC Traction.
Mixed service DC Traction:WCM 1: First Electric Locomotives with
the Co-Co wheel arrangement to be used in India. Rated
at 3700 HP. WCM 2 WCM 3 WCM 4 WCM 5: Built by
Chittaranjan Locomotive Works. Built in 1962, these are
India’s first indigenously designed DC Electric Locomotives.
The first was named ‘Lokmanya’, after Bal Gangadhar
Tilak. Rated at 3700 HP. WCM 6: A highly powerful Class.
Rated at 5000 HP.
AC Traction:WAM 1: Among the first AC electric
locomotives used in India. Introduced in 1959. Now out
of service. Rated at 3010 Hp. WAM 2 WAM 3 WAM 4:
Indigenously designed by Chittaranjan Locomotive Works
in 1970. One of the most successful Locomotives in India.
Rated at 3850 HP.
Dual (Both DC & AC) Traction:WCAM 1 WCAM 2 WCAM
3: Designed by Bharat Heavy Electrical Limited. Rated
at 4600 HP under DC Traction and 5000 HP under AC
Traction.
Note: There is no Electric Shunting Engine in India.
6.7 METRE GAUGE LOCOMOTIVES


YDM 1, YDM 2, YDM 3, YDM 4, YDM 4A & YDM 5.
All Metre Gauge Diesel Locomotives are Mixed Type only.
151
Types of Locos on IR
Year of
S.N Class of Loco Horse Power Technology
Manufacturing
DC Locomotives
1. WCM1 1954 3170 English Electric
4. WCM4 1960 3290 Hitachi
5. WCM5 1961 3700 CLW
6. WCM6 1996 5000 CLW
7. WCG1 1925 2400 Swiss Loco works
8. WCG2 1970 1640 CLW
AC/DC Locos
3640(AC)
9. WCAM1 1975 CLW
2930(DC)
4720(AC)
10. WCAM2 1995 BHEL
3780(DC)
5000(AC)
11. WCAM3 1997 BHEL
4600(DC)
AC/Locos
KM-KRUPP-
12. WAM1 1959 2870
SFAC
13. WAM2 1960 2790 Mitsubishi
16. WAP1 1980 3760 CLW
17. WAM3 1987 3760 CLW
18. WAM4 1994 5000 CLW
19. WAM5 1993 6000 ABB
20. WAM6 1998 5000 CLW
21. WAM7 2000 6350 CLW
22. WAG1 1963 2900 SNCF
23. WAG2 1964 3180 Hitachi/Mitsubishi
24. WAG3 1965 3150 Europe
25. WAG4 1966 3150 CLW
26. WAG5 1984 3900 CLW/BHEL
27. WAG6 1987 6000 ASEA
28. WAG7 1992 5000 CLW/BHEL
29. WAG9 1996 6000 ABB/CLW
152
YCG 1: These Locomotives are among the earliest Electric Locomotives in India.
This Class was imported to serve the Chennai Area in early 1930s.
YAM 1:These Locomotives were in service until 2002 around Chennai. Rated at
1740 HP.
6.8 NARROW GAUGE LOCOMOTIVES

All Narrow Gauge Locomotives in India are Mixed Type Locomotives. There are
no AC NG Locomotives.

Gauge - 2 ft 6 inches
ZDM 1, ZDM 2, ZDM 3 (Later rebuilt as ZDM 4C Class), ZDM 4, ZDM 4A, 4B,
4C, 4D & ZDM 5. Gauge - 2 ft
NDM 1, NDM 5 & NDM 6 (Currently being used on Darjeeling Himalayan

Railways).
6.8.2 Battery Traction

NBM 1: Designed by Bharat Heavy Electrical Limited in 1987.

Questions.
(c) Check your Answers with the ones given at the end of this Unit. What
do the following Codes signify, when referred to IR’s Locomotive
Stock:
1. WDM 2.
2. WCP 1.
3. WAP 7.
4. WCAM 3.
5. ZDM 3.
6. NDM 1.
7. NBM 1.
153
6.9 LET US SUM UP
The Fleet of Rolling Stock on Indian Railways consists of Locomotives, Coaches
and Wagons. Locomotives provide the Motive Power Source for the Train formed
of Coaches and Wagons. The Fleet has to be adequate to meet the traffic
demand and its efficient up-keep and optimum serviceability are matters, which
are vital to the operation of the System.
Three different Modes of Traction have been used on Indian Railways viz. Steam,
Diesel and Electric. Steam Traction, being the most energy inefficient of the
three Tractions has been practically phased out, leaving only a very few services
from the view point of Heritage or Tourism and for all practical purposes, Indian
Railways now have only Diesel and Electric Traction.
In a Diesel Locomotive, the Motive Power is an Internal Combustion Engine

using High Speed Diesel (HSD) oil as the source of Energy. The Mechanical
Energy of the Diesel Engine is converted in to Electrical Energy (DC) by a DC
Generator mounted alongside the Diesel Engine. The Traction Motors, connected
to Axles, derive Power from this Generator.
Electric Locomotive derives its Power from the Overhead Electric line running
over the Track. In some cases, mostly on Metros, the Power is derived from the
Third Rail or a combination of Third and Fourth Rails.
In an Electric Locomotive, the Traction Motor is mounted either on each individual

Axle or one per Bogie. Shaft of the Traction Motor is connected to the Axle
through a Gear Train. When Electric Energy is supplied to Traction Motors, they
rotate setting the Locomotive to motion. The Traction Motors used in Electric
Locomotives are either DC Series type or 3-Phase Induction Motors, the latter
being the recent development in Electric Traction Technology.
Electric Traction on Indian Railways, as available at present, still uses DC on

some sections. The Electric Locomotive Fleet, therefore, apart from DC & AC
Electric Locomotives, also consists of Dual Traction Locomotives, which are used
only in sections around Mumbai which is the only location in India, still using DC
Traction.
Indian Railways so far have electrified a total of 17,907 RKMs, which constitutes
28.3% of the total Route Kilometrage. Electrified Route is carrying nearly 65% of
the Freight and 48% of the Passenger traffic on IR. Electrified Route on Indian
Railways now covers almost all the major Trunk and Main Line Routes.
The System of Preventive Maintenance on Locomotives, as also on other

Rolling Stock, envisages a Schedule for Maintenance attention at regular
specified intervals and replacement of worn out / faulty components. It aims
to replace the components before they actually fail in service due to Fatigue,
Ageing, wear & tear, whilst also endeavouring to obtain maximum life possible
154
for the components. The System also aims at synchronisation of attention to all
related components so that the Manpower and Engine Days lost on account of
examination are kept to the minimum.
The System of Preventive Maintenance is evolved normally either on Time

basis or Kilometrage basis. A number of Maintenance Schedules, starting from
Trip Schedule to Fortnightly / Monthly / Quarterly and Annually etc. have been
laid down to ensure trouble-free working of Locomotives. In addition to these
Schedules, Locos are sent for Intermediate or Periodic Overhauls to POH Shops,
wherein almost all Components are removed, Overhauled, Calibrated / Tested
and Fitted back. POH virtually amounts to building a New Locomotive.
Nomenclature of Locomotives is based on the Track Gauge, Motive Power, the

Work they are suited for and their Power or Model Number. The Class name
comprises 4 or 5 Letters. The first Letter denotes the Track Gauge. The second
Letter denotes their Motive Power (Diesel or Electric) and the third Letter denotes
the kind of Traffic they are suited for (Goods, Passenger, Mixed or Shunting). The
fourth Letter may indicate the Locomotives’ chronological Model Number or the
Horse Power Range. Class Name may sometimes have a fifth Letter in its name,
which generally denotes a technical variant, or sub-class or sub-type. This fifth
Letter indicates some smaller variation in the basic model or series.

CYP 1 :
True / False:
1. False. 2. False. 3. True. 4. False.
Fill up the Blanks:
5. Diesel Locomotive Works (DLW), Varanasi.

6. Chittaranjan Locomotive Works, Chittaranjan.
7. GTKMs.
CYP 2 :
1. Maintenance Schedules on Electrical Locomotives:

(i) Trip Inspection.
(ii) Fortnightly Schedule.
(iv) Bi-monthly Schedule.
(v) Four Monthly Schedule.
(vi) Annual Overhaul (AOH).
155
(vii) Intermediate Overhaul (IOH): Done after 3 Lakh Kms. run or every
year.
(viii) Periodic Overhaul (POH): Done after 6 Lakh Kms. run or after 6
years.
True / False:
2. True. 3. True. 4. True. 5. False.
Fill up the Blanks:
6. Loco with two ‘Co’ Bogies.

7. Pantograph.
8. On-load Tap Changer.
9. 15% to 20%.
10. Double Pole Earthing Switch.
CYP 3 :
1. Maintenance Schedules on Diesel Locomotives:

(i) Trip Schedule / Weekly Schedule.
(ii) Fortnightly Schedule
(iv) Quarterly Schedule.
(v) Half-yearly Schedule.
(vi) Yearly Schedule.
(vi) Two-yearly Schedule.
(vii) Three-yearly schedule.
(viii) Periodical Overhaul (POH): After an interval of 6 years or 8 Lakh
Kms., which ever is earlier.
2. Role of the Power Controller:

Power Controller is an important Functionary in control Office who arranges
Powers (Diesel Locos) according to the Traffic requirements and also the Drivers
for managing them. He also serves as a Help Line for the Drivers in cases of
any Trouble on the Line. In addition, Power Controller keeps a tab on ineffective
Locos, in close liaison with the Loco Sheds, to keep the numbers within the
prescribed limits.
CYP 4 :
1. WDM 2: BG Diesel Locomotive suitable for Mixed Service, rated at 2600

HP.
156
2. WCP 1: BG DC Electric Locomotive for Passenger Service, rated at 2160
HP.
3. WAP 7: BG AC Electric Locomotive for Passenger Svice, rated at 6250
HP.
4. WCAM 3: BG Dual Voltage Electric locomotive for Mixed Service, rated at
4600 HP under DC Traction & 5000 HP under AC Traction.
5. ZDM 3: Narrow Gauge Diesel Locomotive for Mixed Service for 2ft. 6
inches Gauge.
6. NDM 1: Narrow Gauge Diesel Locomotive for Mixed Service for 2ft.
Gauge.
7. NBM 1: Narrow Gauge Locomotive with Battery Traction for Mixed
Service, designed by BHEL for 2ft. Gauge.
UNIT END QUESTIONS
Q. 1 Explain the principle of working of Electric Locomotives.

Q. 2 Enumerate the Protective Measures provided in Electric Locomotives for
the Safety of Operating Personnel.
Q. 3 How are the Diesel Locomotives numbered on IR? Illustrate the
Numbering Scheme with the help of a few Examples?
Q. 4 What kinds of Brakes do IR’s Locomotives have? What do you
understand by ‘Regenerative Braking’?
Q. 5 Justify the Statement: ‘Electric Traction is superior to Steam & Diesel
Mode of Tractions’
Q. 6 List out the kinds of Maintenance Activities carried out on an Electric
Locomotive, to keep it in good running condition.
Q. 7 Explain the difference between Routine Maintenance and Periodic
Overhaul, of an AC Locomotive.
Q. 8 Write Short Notes (in NOT more than 6-7 Sentences) on each of the
following:
(i) Trip Schedule.
(ii) Traction Loco Controller.
(iii) Power Controller.
(iv) Dual Voltage Locomotives.
(v) Bogie Arrangements in Locomotives.
157
158
7
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Legal & Technical
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Aspects of Railway
Functioning
UNIT-7
Coaches
Structure
7.0 Objectives
7.1 Introduction
7.1.1 Growth of Passenger Traffic
7.1.2 Rolling Stock used for Transportation of Passenger Traffic
7.2 Holding of Coaches and EMUs on Indian Railways
7.3 Brief History of development of Coaching Stock
7.4 Attributes of an Integral Coach
7.5 Manufacturers of IR Coaching Stock
7.6 Upgradation of Coach Technology on IR
7.7 Principles of Maintenance of Coaches
7.7.1 Open Line Running Maintenance
7.7.2 Periodic Overhaul (POH)
7.7.3 Intermediate Overhaul (IOH)
7.7.4 Break Down Maintenance
7.8 Classification of Passenger Rolling Stock
7.8.1 Classes of Accommodation
7.8.2 Type of Coach
7.9 Numbering on Coaches
7.10 NEW DEVELOPMENTS
159
7.10.1 Provision of Thermal sensation index controller in LHB AC coaches.
7.10.2 Harnessing Solar Energy by providing Solar panels on coaches.
7.10.3 Provision of capacitor bank for power factor improvement in LHB
EOG coaches
7.10.4 Provision of Environment & Energy friendly-Green Bio-Toilets:
7.10.5 World Class Coach Interior
7.10.5.1 Features of Tejus Coaches
7.10.5.2 Features of Deen Dayalu Coaches
7.10.5.3 Features of Antyodaya Coaches
7.10.5.4 Features of Humsafar Coaches
7.10.5.5 Crashworthy Features in LHB Coaches
7.11 Common configurations of IR Coaches
7.12 Let Us Sum Up
Unit End Questions
7.0 OBJECTIVES
After working through this unit, you should be able to :
(i) List out the categories and kinds of coaches presently used in the Fleet of
Rolling Stock of Indian Railways and their distinguishing attributes;
(ii) Compare the difference between an Integral Coach and earlier Coaches,
built on separate under frames;
(iii) Discuss the developments undertake in Coach Design on Indian Railways
and also enumerate the salient characteristics of a Modern Coach;
(iv) Explain the principles of maintenance of coaches.
7.1 INTRODUCTION
In the preceding Unit, we discussed different kinds of Locomotives used on
Indian Railways, their Nomenclature and how these are kept in good fettle
throughout their life-span. In this Unit, we shall discuss the types of Coaching
Stock employed to meet the needs of long distance Passenger Traffic, how it is
categorised, classified and numbered and what are the common configurations
that are available to the travelling Public. We shall briefly trace the history of
development of the Coaches and highlight the current scenario. Towards the
end of the Unit, we shall enumerate the Maintenance Activities carried out on the
Coaching Stock to keep it in good running condition through out its Life-span.
160
7.1.1 Growth of Passenger Traffic
Railways are the premier mode of Passenger Traffic both for Long-distance traffic
as well as Suburban and Local traffic. Demand of Passenger Traffic on Indian
Railways is ever increasing. The magnitude of the growth in terms of Passengers
originating, Passenger Kilometres and Earnings from Passengers is shown in
Box 1.
Box 1 Growth of Passenger Traffic

Nos. of Passengers Passenger Passenger Earnings
Year
(Millions) Kilometres (Millions) (in Crs. of Rs.)
1950-51 1,284 66,517 98.2
1960-61 1,594 77,665 131.6
1970-71 2,431 118,120 295.5
1980-81 3,613 208,558 827.5
1990-91 3,858 295,644 3,144.7
1994-95 3,915 319,365 5,458.8
1995-96 4,018 341,999 6,113.0
1996-97 4,153 357,013 6,616.1
1997-98 4,348 379,897 7,554.0
1998-99 4,411 403,884 8,526.7
1999-2000 4,585 430,666 9,555.6
2000-01 4,833 457,022 10,483.2
2001-02 5,093 493,488 11,162.2
2002-03 4,971 515,044 12,540.8
2003-04 5,112 541,208 13,259.8
2004-05 5,378 575,702 14,072.52
2005-06 5,725 615,634 15,080.76
2010-11 7809 980131 257056
2011-12 8224 1046522 28246
2012-13 8420 1098105 31323
2013-14 8471 1072542 37500
2014-15 8224 1147190 42189
2015-16 8116 1149835 46280
7.1.2 Rolling Stock used for Transportation

of Passenger Traffic
Coaches and specially designed EMU / DMU Stock are used to transport
Passenger Traffic. EMUs / DMUs ferry the Suburban traffic and Local traffic in the
vicinities of Metro like Cities.
The Coaches can be broadly classified into two main Categories viz. Passenger
Carrying Vehicles (PCVs) and Other Coaching vehicles (OCVs). Under PCVs,
161
the range of manufacture is from ordinary Second class Coach to General & Air-
conditioned Chair Cars / Sleepers and Air-conditioned First class. Under OCVs,
Kitchen Cars, Pantry Cars, Luggage Vans and other special Coaches used for
Tourists and House-keeping functions are being manufactured. Electrical Multiple
Units (EMUs) and Diesel Multiple Units (DMU) are in addition to the conventional
Coaches. As also indicated above, these serve the needs of Commuter traffic,
EMUs in Electrified sections and DMUs usually in non-Electrified sections.
Based on the projections of growth in Traffic and the Utilisation Indices, the
requirement of Coaching Stock is assessed in each Five Year Plan. Replacement
needs are planned on the basis of average Holding and its expected arising in
the Plan Period. The actual Acquisition of the Stock gets, however, determined by
an inter-play of three factors, namely, Need based Requirements, Availability of
Funds and Available Production Capacity.
As of march 2006, IR’s Coaching Fleet consisted of 38,196 conventional

Coaches (including Rail-cars), 5316 EMUs & 578 DMUs / DHMUs.
7.2 HOLDING OF COACHES AND

EMUs ON INDIAN RAILWAYS
The holding of Coaches and EMUs is indicated in Box 2. Presently, there are
over 50,000 Coaches on the Indian Railways System, spread over Broad Gauge,
Metre Gauge and Narrow Gauge.
Box 2 Coach Holding Profile

Passenger Other
DMU / DHMU
Year Carriages Coaching EMU Coaches
Coaches
(Include Rail Cars) Vehicles
1950-51 13,109 6,059 - 460
1960-61 20,178 7,415 - 846
1970-71 24,676 8,719 - 1,750
1980-81 27,478 8,230 - 2,625
1990-91 28,701 6,668 - 3,142
1994-95 30,060 5,536 - 3,618
1995-96 29,496 5,694 - 3,691
1996-97 30,002 5,460 - 3,846
1997-98 30,763 5,432 - 3,971
1998-99 31,574 5,338 - 4,076
1999-2000 32,225 4,891 - 4,266
2000-01 33,258 4,731 142 4,668
2001-02 34,363 4,827 243 4,876
2002-03 34,896 4,904 261 4,957
2003-04 35,691 5,519 316 5,519
2004-05 37,125 5,600 559 5,600
162
Passenger Other
DMU / DHMU
Year Carriages Coaching EMU Coaches
Coaches
(Include Rail Cars) Vehicles
2005-06 38,196 5,990 578 5,990
2010-11 45082 6500 761 7292
2012-13 48069* 6622* – 8238
2013-14 50229 6792 – 8337
2014-15 51838 7000 1248 8475
2015-16 53171 6704 1469 8805
2016-17 53483 6714 1615 9125
7.3 BRIEF HISTORY OF DEVELOPMENT

OF COACHING STOCK
As Railway Operations in India, in the beginning, were handled by a large
number of Companies, there was a lot of variety in the kinds of Stock used
and the Classes of accommodation provided. Larger Railways tended to have
three or four Classes of accommodation, from First to Fourth and many special-
purpose Luxury Saloons and the like, in addition. Fourth Class Carriages were
essentially like Box Cars as they did not have any Seats, not even Benches.
From 1874 onwards, most of the large and medium Railways standardised on
roughly the same levels of accommodations for each of the three Classes - First
to Third. By the early 1880s, not many lines had Fourth Class Coaches.
In 1885, Fourth class was abolished by providing Benches in the Carriages, and
reclassifying the Carriages as Third Class. The existing Third class was then
renamed the ‘Inter’ Class (for Intermediate). Inter Class was seen as providing an
economical form of travel for those Indians who were better off than the poorer
majority who could only afford the lowest class of accommodation. First Class
and Second Class were generally the Domain of Europeans and very wealthy
Indians.
From about the 1930s, Inter and Second Class began to be provided only in
Composite Carriages, reflecting a very low demand for the Service. Some
lines began to phase out Inter Class altogether. In 1955, there was another
reclassification, and the Second Class became the First class, and the Inter
Class became Second class, Third remaining as Third.
The First Class (pre-1955) were super-luxurious Coaches. These were non-
Corridor type Coaches and the Compartment ran the full width of the Car. They
had one 6-Berth Compartment, two 2-Berth Compartments, and three 4-Berth
Compartments. They all had Timber Bodies, on a 68-foot under-frame.
1955 was the year, when the ICF was established, and began producing the
Integral Coaches on the 70-foot Body. The post-1955 First Class Coaches are
the Corridor type, which have survived even today.
163
Second (ex-Inter) Class was officially abolished in July 1974, and the remaining
Second Class Compartments were re-designated as Third class. For a short
while, there were only First and Third Classes. But the Third class was then
renamed as Second Class, not too long after.
Wooden Seats and Berths were the most common until the 1970s in Second and
Third Classes. Cushioned Sleeping Berths and Seats began appearing in the late
1970s. The variations on Air-conditioned accommodations and different kinds of
Chair-cars have been introduced in recent years.
The older non-Air-conditioned First Class Coaches are gradually being phased
out and no new Coaches of this kind are being manufactured now.

Fill up the Blanks:
1. During the period 1950-51 to 2005-06:
(a) Nos. of Passengers have increased by —————.
(b) Passenger Kilometres have increased by —————.
(c) Passenger earnings have increased by —————.
(d) Acquisition of Coaching Stock is determined by —————, ——— ——, &
—————.
2. State whether the following Statements are True / False:
(a). EMU Stock is meant to handle Suburban / Local Traffic and can be used
universally on Electrified as well as Non-electrified sections. ( )
(b). DMUs can also run on Electrified sections. ( )
(c). IR have more than 50,000 Coaches on its BG Fleet. ( )
(d). IR are still manufacturing Non-airconditioned First Class Coaches. ( )
7.4 ATTRIBUTES OF AN INTEGRAL COACH

The ‘Integral’ Coaches built by ICF have single-Shell Bodies with the Floor being
part of the Body. It is an Anti-telescopic Design, which prevents Coaches from
being crushed lengthwise in the event of a Train Collision. Ever since the Integral
Coaches were brought into use, the number of Passenger Causalities in various
cases of Head-on Collisions of Trains has substantially reduced.
164
In the single-Shell Design, the Shell acts as a hollow Girder - the Under- frame,
the Walls, and the Roof are joined with one another to form a single Structural
Tube. The hollow Girder offers resistance to bending and torsional stresses
with efficient use of material, allowing reduction in the total weight of the Coach
compared to some earlier heavy Designs that attempted to achieve strength and
stability simply through increased weight of the Frame Structures. The hollow
Shell also features high resistance to compression stresses along the length
of the Passenger section. The compression resistance is further increased
by providing pressed grooves or welded ribs on the walls, and by the use of
corrugated sheets and carlines for the under- frame and roof respectively. The
end zones of the Coach (normally the Vestibules and / or Lavatory or Utility
areas) are intentionally designed to offer lower resistance to compression. In the
event of a Collision, therefore, the areas at either end act as ‘Crumple Zones’
and preferentially buckle and absorb the kinetic energy of the Collision while the
Passenger area of the Coach remains safe from crumpling or telescoping.
7.5 MANUFACTURERS OF
IR COACHING STOCK
IR were manufacturing Wooden bodied Coaches with Steel under-frame,
adopting Indian Railways Standards (IRS) Design, prior to setting up of
first Coach Manufacturing Unit at Perambur, Madras (now Chennai). In the
beginning, the under-frames were imported and the Bodies were built in Railway
Workshops.
IRS:-The IRS Coaches had Laminated Springs in Primary Suspension and Coil
springs in Secondary Suspension.
ICF:-The Factory at Madras, the Integral Coach Factory (ICF), was set up with
the Collaboration of M/s Swiss Car & Elevator manufacturing Corporation,
Schlineren, Zurich, Switzerland and was commissioned on 2nd October 1955.
Initially, the Factory was set up only for manufacture of Shells to Integral Design
and these were sent to different Zonal Railway Workshops for furnishing.
Later on, the Furnishing Division was started in 1962. A number of Design
Modifications were carried out by ICF on the original Swiss Design, with the
passage of time, to increase the speed potential from 96 Kmph to 105 Kmph and
then to 140 Kmph.
ICF is now capable of producing over 1100 Coaches per year and that too in
more than 170 varieties. Production Gallery of ICF, today, include First Class
and Second Class Coaches, Second Class Sleeper Coaches, Air- conditioned
Coaches (First Class, Two-tier and Three-tier Sleepers, Chair Cars, Executive
Chair Cars, Composite I and Two-tier Coach), Pantry Cars, Kitchen Cars, Self-
propelled Coaches (EMUs, DEMUs, MEMUs and Metro Coaches), Tourist
Coaches, Palace-on-Wheels Coaches, Luggage Vans and so on.
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BEML:-Bharat Earth Movers Limited (BEML) at Bangalore, a Public Sector
Undertaking, has also been manufacturing Coaches for Indian Railways and has
a capacity to supply about 400 Coaches per annum.
Considering the increased demand for Coaches, the Railways have set up
another Coach Manufacturing Unit, the Rail Coach Factory (RCF), at Kapurthala
with a capacity to manufacture 1000 Coaches every year.
ICF, RCF and BEML are the three main manufacturers of IR Coaches, for the
present, though in early 1950s some Coaches were also built by Hindustan
Aeronautics Ltd. (HAL), at Bangalore. Coaches built by HAL were all Metal-
bodied.
Almost all the Wooden bodied Coaches have been phased out and the Coaches
manufactured presently are all Steel bodied using Coiled Spring Design fitted
with Roller Bearings and Double Stage Suspension.
LHB:-Most recently, Alstom LHB, Germany have supplied Coaches, under a

Technology Transfer Agreement, with RCF, Kapurthala. These Coaches are
approximately 2.2 m longer than the standard ICF-built Integral Coaches,
accommodating two additional Rows for the Chair-cars and one additional
Sleeping Bay for the Sleeper Coaches. The AC Coaches are expected to carry
78 Passengers. Improvements for the Passengers’ comfort include better air flow
for the Air-conditioning, larger windows, lamps for all Seats, and sound insulation.
The Coaches are also provided with ‘Anti-climbing’ features to reduce casualties
in case of Collisions. As a move to greater cleanliness at Stations, the toilets are
designed to allow waste discharge only when the Train is in motion.
PASSENGER COACHES
The number of coaches and their capacity has grown over the years keeping in
view the increasing passenger demand.
EMU CONVENTIONAL OTHER

COACHES# COACHES# COACHES# Vehicles$
Year No. Capacity+ No.@ Capacity -

1980-81 2,625 500,607 27,478 16,95,127 8,230
1990-91 3,142 609,042 28,701 18,64,136 6,668
2000-01 4,526 8,59,701 33,258 23,72,729 4,731
2010-11 7,292 13,64,948 45,082 32,54,555 6,500
2012-13 8,238 15,19,243* 48,069* 34,55,498* 6,622*
2013-14 8,337 15,28,124 50,229 36,43,423 6,792
2014-15 8805 54609
2015-16 9125 55068
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+ Includes standing accommodation.
@ Includes rail cars.
$ Includes luggage vans, mail vans etc.
# Includes number of DEMU/DHMU coaches and their capacity.
* -revised
7.6 UPGRADATION OF COACH

TECHNOLOGY ON IR
Consequent to Transfer of Technology Contract with M/s. Alstom LHB, Germany,
RCF has successfully rolled out Alstom-LHB Design Stainless Steel Coaches
for Rajdhani and Shatabadi Express Trains. The Bogies for these Coaches are
of FIAT design providing faster, comfortable and safe travel. RCF has now fully
absorbed the State-of-the-art Technology for manufacturing Stainless Steel
Coaches. 221 Nos. of Stainless Steel Coaches in 13 different variants have
already been manufactured by RCF.
LHB Type Coaches –(M/s LINKE Hofmann Busch, Germany) 1st Alstom LHB
designed coach manufactured and commissioned on 23 June, 2003. Coach is
made with FERRITIC (End wall, roof structure member and side wall), AUSTENITIC
(roof sheet & flooring) stainless steel with try floor and 1RSM-41 steel for all other
structural member. Coach length is increased by 1.7m to increase carrying capacity.
Length of ICF Coach is 21337mm, LHB coach 23540mm. Coach weight has
been reduced drastically with help of advance technology (40 ton to 40.208 ton),
Tight lock centre buffer has been provided in coach to avoid over-riding of coach.
Entrance door flesh with side walls is used for automatic car washing. For more
comfortable journey, flexi-spring is used with primary and secondary suspension.
Due to spring breakage problem in secondary suspension, Air Spring will be used
in secondary suspension since 2018. Axle mounted disc brake system is used
with EP feature, which restrict flat wheel. Cartridge type roller bearing is used Ist
time in bogie. Better duct design & moisture control, International Standard Interior
decoration, KRYPTON insulated big size window, Control discharge toilet system
having modular oriental and western style, Hot case, deep freezer, bottle cooler
decorated pantry car, Poly-carbonated transparent centre table, Flush type swebling
type reading light. Stainless steel body fitted with phenolic resin for better heat
insulation are fitted in LHB Coach.
Benefits of new coach technology:-
Passenger related areas
OO Improved comfort-ride index reduced to 2.5 at 160 kmph.

OO Comfortable seats with infinitely adjustable backrest.
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OO Good appearance of the sidewall panelling where no screws are visible.
OO Improved air duct design for better airflow and cooling.
OO Windows of a big size allowing good visibility with functional roller blinds.
OO Luggage racks of modern design with integrated lamps for all seats.
OO Anti drumming feature and sound insulation giving a good noise
reduction.
OO Functional toilets for oriental and western style, which allow easy and
good clearing.
OO Optimized design of pantry with functional trolley.
SAFETYOFTRAVEL
OO Modern designs vestibule for inter car connection.

OO Anti-climbing feature to prevent climbing of coaches in collision.
OO Improved brake system with wheel slide protection and electro pneumatic
brake features.
OO Use of fire code for materials following state of art practices.
SYSTEM BENEFITS
OO Coach length increased by about 2 m to provide extra carrying capacity

(AC chair car carries 78 passengers against 67 in existing design).
OO Coach weight reduced through design innovations for lower hauling costs
(AC chair car weight brought down by around 7t).
OO Ease of manufacture by suitable material selection and design.
OO Anti-corrosive materials to give better corrosion protection.
OO Toilets designed for discharge at predetermined speeds to help station
cleanliness.
OO Improved availability through longer intervals between maintenance
schedules.
OO Enhanced maintenance friendliness through
OO Easy accessibility and exchangeability of wearing parts. Entrance doors
flush with the sidewall allowing automatic car washing.
OO Functional switchboard cabinet with centrally located and easily
accessible electrical equipment.
OO Closed roof mounted air conditioning units eliminating incidence of water
dripping into the coach.
OO Glued PVC floor, which allows no floor damage through water seepage.
These Coaches are now part of Indian Railway’s prestigious Rajdhani & Shatabdi
Rakes. Special features of these State-of-the-art Stainless Steel Coaches are:
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(i) Operational & Maintenance Superiority
(a) Stainless steel shell to eliminate Corrosion.
(b) Extra passenger carrying capacity.
(c) Lower Coach Weight leading to lower hauling cost.
(d) Maximum operating speed of 160 Kmph and tested upto 180 Kmph.
(e) Disc Brakes for efficient braking and lesser maintenance.
(f) Wheel slide protection to prevent wheel flats.
(g) Maintenance free Cartridge Taper Roller Bearings.
(h) Better curve negotiation due to articulated control arm fitted with
resilient bush.
(ii) Improved Passenger Interface
(a) FIAT Bogie, providing improved Ride Index, even at high speeds.
(b) Plush Interiors and Improved view through bigger Windows.
(c) Modular Toilets with controlled (speed based) discharge system to
avoid soiling of Station premises.
(d) Wider vestibules for easier inter-coach movement.
(iii) Improved Safety
(a) Centre Buffer Coupler (CBC) with Anti-climbing features.
(b) Four Emergency Exit Windows for faster Passenger evacuation, in
situations of Emergencies.
(c) Fire retardant furnishing.

1. Name three manufacturers of IR Coaches.
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a. Railway Coaches built in India now have Single Shell Bodies, with Floor
being part of the Body. ( )
b. Integral Coach is superior to the Coach built on a separate steel underframe.
( )
c. ICF also manufactures EMUs & DMUs. ( )
d. RCF have acquired Technology to manufacture LHB type of Coaches.
( )
e. CBC, Anti-climbing Feature and Fire Retardant Furnishing are the fittings
and measures adopted to improve the safety of a Coach during its run.
( )
f. Coaches available on IR can be made to run at 160 Kmph. ( )
7.7 PRINCIPLES OF
MAINTENANCE OF COACHES
The Codal Life of a Steel Body Coach is 25 years. Codal Life for lightly utilised
Coaches has been kept at 40 years.
In order to keep the Coaches in good running condition, the Coaches have to go
through cycles of Periodic Preventive Maintenance to avoid failure on the run.
The Maintenance Schedules can be broadly classified into Open Line Running
Maintenance carried out in the Depots situated mostly at the Terminals and
Periodic Overhaul (POH), which is undertaken in Workshops.
7.7.1 Open Line Running Maintenance

The type of service to which a Coach is deployed, determines the Standard of
Maintenance required. Coaches are formed into Rakes for Mail and Express and
for Passenger Train Services which are not inter-mixed as the Coaches on Mail
& Express Services are expected to run at higher speed than ordinary Passenger
Trains.
The Maintenance of these Rakes is further classified into Primary and Secondary
Maintenance.
Primary Maintenance covers thorough Washing & Cleaning, Examination

& Repair to under-gear fittings, Brake equipment, Interior fittings including
Maintenance of Water Tanks, which are mounted on the roof of the Coaches.
Primary Maintenance is given at the Terminals, where the Rakes are based.
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Secondary Maintenance covers all Items which affect Safe running of the Train,
most important of these being the Brake equipment and under-gear fittings.
Secondary Maintenance is given at the other Terminal.
In addition to Primary & Secondary Maintenance, ‘Safe to Run’ examination is

carried out at nominated Intermediate Stations. ‘Safe to Run’ examination covers
checking of Safety Items such as Hot Boxes (Roller Bearings), Loose fittings in
under-gear, Leakage in the Pipe of Brake System etc.
In the Washing Lines, every Coach is thoroughly washed and scrubbed and
disinfected. All Interior fittings are checked for proper functioning, appearance
and cleanliness etc. Complaints from Passengers regarding Carriage fittings
such as Safety catches, Door latches, Lights and Fans etc. are attended to in the
Maintenance Line, before placing a Rake on the Platform for its onward journey.
7.7.2 Periodical Overhaul (POH)

Periodical Overhaul of Coaches is undertaken in Workshops at prescribed
Intervals, depending upon the type of Service on which the Coaches are
deployed. Presently, all Coaches (PCVs & OCVs) on Mail and Express Trains
are given POH at an Interval of 12 Months. PCV Coaches working on Passenger
Trains have 18 Months periodicity. OCV Coaches working on Passenger Trains
are given POH at 24 Months Interval.
Fittings on Coaches, both under-gear as well as Interior are checked and

attended to. Corroded areas of the Coach Body are attended to and the
Body is checked for other faults such as Cracks and Damage to its Structure
members. Other parts of the Vehicle such as Buffing Gear, Brake Gear, Electrical
equipment, Suspension, and Amenity fittings etc. are also thoroughly checked
and attended.
7.7.3 Intermediate Overhaul (IOH)

Intermediate Overhaul is taken up in between two POH cycles in the Coaching
Depots. IOH includes lifting the Coach and running out the Bogies, examination
of Under-frame Members, Central Pivot, Roller Bearings, and Body Floor etc. and
its attention.
7.7.4 Break Down Maintenance

Break downs are unusual incidences resulting either from human or equipment
failure. In extreme cases, this may lead to Accidents. Roller Bearing failures
result in to Axle breakage, if not detected in time. There could be other fatal
defects such as Defects on Wheels, Spring Breakage, and Breakage of the
Members on the Bogies etc. After a Coach is declared unfit to run, it is brought to
nearby Carriage Depot / Sick Lines, where it is attended.
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Questions.
1. Primary Maintenance of a Coach covers thorough Washing & Cleaning,
Examination & Repair to under-gear fittings, Brake equipment, Interior fittings
and Maintenance of Water Tanks. ( )
2. Secondary Maintenance of a Coach covers all items which affect Safe
running of the Train, most important of these being the Brake equipment &
under-gear fittings. ( )
3. In addition to Primary & Secondary Maintenance, ‘safe to run’ examination is
carried out at nominated intermediate Stations. ( )
4. POH is undertaken at the Terminals, where the Rakes are based. ( )
5. IOH is taken up between the two POH cycles in the Coaching Depots. ( )
7.8 CLASSIFICATION OF
PASSENGER ROLLING STOCK
Passenger Rolling Stock is classified using the Codes shown below. These
Codes are according to the Structural features. Separate Codes are used for
indicating the types of accommodations available for Ticketing and Reservation
purposes, etc.
W: (prefix) Vestibuled.
Y: (prefix) Suburban.
G: Self-generating (Lighting by Axle Generators).
E: 4-wheeled Stock.
L: (prefix) LHB Coaches.
The ‘W’ prefix for BG is omitted in many cases (e.g., in the new LHB coaches)
since almost all new Stock is now BG. The ‘G’ code to indicate a Self-generating
Coach is omitted for the new LHB Coaches, which get a ‘SG’ suffix. It is also
omitted in other cases.
7.8.1 Classes of Accommodation

1A : First class Air-conditioned.
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FC: First Class.
2A: Air-conditioned 2-Tier Sleeper.
EC: Executive Class, or First Class Air-conditioned Chair-car.
CC: Air-conditioned Chair-car.
SL: Second Class Sleeper (3-Tier).
2S: Second Class Sitting.
7.8.2 Type of Coach

CN: 3-Tier Sleeper Coach. CW: 2-Tier Sleeper Coach. CZ: Chair Car.
CD: Dining Car.
CB: Pantry / Kitchen Car / Buffet Car.
CL: Kitchen Car.
CR: State Saloon.
CT: Tourist Car (First Class) (includes Bathrooms, Kitchen, and Sitting and
Sleeping Compartments.
CTS: Tourist Car (Second Class) (includes Bathrooms, Kitchen, and Sitting and
Sleeping Compartments).
Y: (not as prefix) With Ladies’ Compartment (usually 6-Berth Compartment with
Locking Door).
AC: Air-conditioned.
G / SG: Self-generating.
EOG: Non-self-generating, requiring EOG. Parcel Vans & Other Misc. Coaches
L: Luggage Van or Luggage Cubicle (Suburban: Motorman’s Cabin + Luggage
space).
R: Brake Van / Guard Van.
P: Postal Van.
EN: Power Supplied by End-on Generator.
V: Brake Van, Ordinary Goods. VM: Brake Van, Medium Goods. VH: Brake Van,
Heavy Goods. VP: Parcel Van (8-wheeled). VPH: High-capacity Parcel Van.
VPAC: Air-cooled Parcel Van.
VK: Motor Van (8-wheeled).
VPU: Parcel Van / Motor Car Carrier Composite (old, 8-wheeled).
VF: Fruit Van. VE: Fish Van. VG: Poultry Van.
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VR: Refrigerated Parcel / Fish Van.
VV: Milk Van.
BV: Brake Van (also BVG: Brake Van, Goods; BVZI: Extra-long Brake Van).
D: Vendor’s compartment (non-suburban)
ZZ: Self-powered: EMU, DMU, or Steam or Motor Rail Car. Postal Vans
PP: Postal Car (RMS / Mail Van)
PPS: Full Postal Van
PPT: Three-quarter Postal Van
PPH: Half Postal Van
PPQ: Quarter Postal Van
RA: RA (inspection carriage)
Codes may be aggregated to indicate Composite Coaches, e.g. FCS shall be

a Composite Coach with First-class with coupe (FC) and Second-class (S). For
suburban EMU Stock, YSYL would indicate a Composite Second-class Coach
(YS) and a Motorman’s Cabin / Luggage coach (YL).
A Gauge Indication Code (W for BG, Y for MG, and Z for NG) may also be
prefixed. It is, however, usually omitted.
Examples
FAC (WGFAC): First-class Air-conditioned Coach.

GS: Second-class Coach (Self-generating), non-Vestibuled.
WGS: Vestibuled Second-class Coach (Self-generating).
WGSCN: Vestibuled Self-generating Second-class 3-Tier Sleeper.
WGSCNY: Vestibuled Self-generating Second-class 3-Tier sleeper with Ladies
Cabin
WGSCZ: Vestibuled Self-generating Second-class Chair-car (used on
Inter City Express Trains).
GSLRD 2nd class sitting cum luggage rack.
GSDD (Deen Dayalu) 2nd class general coach.
GSCZAC: Self-generating AC Chair-car Second-class.
WGACCN: Vestibuled Self-generating Air-conditioned 3-Tier Sleeper.
WACCWEN: Vestibuled AC 2-Tier Sleeper with End-on-generated
Power Supply.
LWGACCW (SG): LHB AC 2-Tier Self generating
LGSCZAC (SG) : LHB AC Chair Car Self generating Coach
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LGSGZ (SG) : LHB Non-AC Chair Car Self generating Coach
LWACCN (SG): LHB AC 3-Tier Self generating Coach
LWSCN (SG): LHB Non-AC Sleeper Self generating Coach
LGSLR (SG): LHB 2-AC Luggage & Self generating rack.
LWGSCN (SG): LHB Non-AC Sleeper Self generating Coach.
LGS (SG) : LHB Second class Self generating Coach.
LACCN/EOG: LHB AC 3-Tier Sleeper, non-Self-generating.
LACCW/EOG: LHB AC 2-tier sleeper, non-Self-generating.
MEMU MC : MEMU Diesel Multiple coach.
MEMU TC : MEMU Trailer Coach.
LWS (Antyodaya)/EOG: LHB Non-AC Second class coach.
LWACCN (Humsafar) EOG: LHB AC 3-Tier Coach EOG.
LWSCZAC/EOG : LHB AC Chair Car Coach.
LWACCN/EOG: LHB AC 3-Tier Coach.
LWSCZ/EOG: LHB Non-AC Chair Car Coach.
LWFCWAC/EOG: LHB First AC & 2-AC Coach.
LWFCZAC: LHB Executive Chair Car Coach/EOG.
LWCBAC/EOG: LHB Buffet Car Coach.
LWLRRM: LHB Power Car Coach.
LWLRRM (750KVAx2): LHB Power Car Coach with two 750KVA generator.
UNDESLR (500KVAx1): LHB Under Slung Power Car with 500KVA generator.
UNDESLR (750KVAx1): LHB Under Slung Power Car with 750KVA generator.
LWFCZAC-TEJAS : LHB Executive AC Chair Car for 200Kmph.
LWSCZAC TEJAS: LHB AC Chair Car for 200kmph.
LWSCN: LHB Non-AC Sleeper Type Coach.
LACCW/SG: LHB AC 2-Tier Sleeper, Self-generating.
LFAC: LHB AC First Class.
WGFACCZ: First Class Chair Car (Executive Chair Car). WGFACCW: First
Class / 2-Tier AC Sleeper Composite. WGACCW: AC 2-Tier Sleeper.
WGACCZ: AC Chair Car.
LACCB: LHB AC Pantry Car.
SLR: Second-class Luggage / Parcel Van + Guard van (‘G’ missing).
WCB, WGCB: Kitchen / Pantry / Buffet Cars.
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VPU: Older Motor-cum-Parcel Vans (could carry 2 Automobiles, with end Ramps
for Loading / Unloading).
GSR: Second-class Car with Guard’s Van.
EVP: 4-wheeled Parcel Van.
EVPU: 4-wheeled Parcel Van with Motor Van.
EVK: 4-wheeled Motor Van.
LR: Luggage Van / Brake Van Composite.
BVGT: Brake Van for Goods, with Transition Coupling.
BVGC: Brake Van for Goods, with CBC Coupling.
BVZI: An extra-long Brake Van for Goods, developed by RDSO, providing
greater convenience for the Guard. Maximum Speed - 100 Kmph.
WPCTAC: Saloon Car for Palace on Wheels.
WRB: Rail Bus.
VPH: High-capacity Parcel Van (23 T, 130 Kmph).
VVN: Milk Van, Air-braked.
7.9 NUMBERING ON COACHES

Numbering on the Coaches generally follows a Pattern, commonly used one is
indicated below:
(i) Alphabetic Prefix for to indicate Railway Zone Abbreviation e.g. ‘NR’ for
Northern Railway, ‘NWR’ for North Western Railway etc.
(ii) Year of Manufacture of the Coach / Year the Coach was transferred to the
Zonal Railway./ Year the Coach was re-built in Digits, e.g. ‘92’ for 1992,
‘00’ for 2000 etc.
(iii) 3 Digit Serial Number for the Coach. This Number usually indicates the
serially allotted Number within the Ranges that could indicate the type of
the Coach. For Example:
001-025: AC First class.
026-050: Composite AC First class + AC-2T.
051-100: AC-2T.
101-150: AC-3T.
151-200: CC (AC Chair Car).
201-400: SL (Second Class sleeper).
401-600: GS (General Second Class).
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601-700: 2S (Second Class Sitting / Jan Shatabdi Chair Cars).
701-800: SLR
801+: Pantry Car, VPU, RMS Mail Coach, Generator Car, etc.
The Serial Number is allotted chronologically in the order in which the
Coach is received by the Zonal Railway, within the Range for the Coach
type. If there are more Coaches of a particular type than the Numbers
available in the allotted Range as described above, the excess Coaches
are either allotted Numbers in the high 800’s, usually 875 and above
or the Ranges also may be redistributed by the Zonal Railway, but that
involves re-numbering and change in the Database.
Example: WR 92172, according to above Numbering Scheme shall be
the Twenty-second AC Chair Car Coach received by the Western Railway
in 1992.
(iv) An Alphabetic Suffix may also appear to provide added information
regarding the Coach like the following:
X:
110 V DC Electrical System.
A or AB: Air-braked Stock, Equipment Frame-mounted or Bogie mounted.
C:
CBC Coupler.
A/V:
Dual Braked Stock – Air as well as Vacuum Braked.
Suffix A / AB may be abandoned in future as all the new Stock shall be
with Air-braked Scheme.
Example: WR 92172 AB, according to above Numbering Scheme shall
be the Twenty-second AC Chair Car Bogie-mounted Air-braked Coach,
received by the Western Railway in 1992.
7.10 NEW DEVELOPMENTS
7.10.1 Provision of Thermal sensation index

controller in LHB AC coaches.
Temperature inside air condition coaches should be maintained in such a
manner that there should not be any need of blanket, only woollen lohi should be
sufficient.
A thermal sensation index based controller was developed by IIT Delhi. This
controller would save energy and also improve controller comfort. NR has
provided this controller in two coaches 04066/WGACCW & 15636/WACCN on
25th Dec.14 & 11th Jan.’15 respectively. On satisfactory performance and good
passenger feedback NR & WR were advised to provide same in 25 coaches
each for extended trial.
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7.10.2 Harnessing Solar Energy by providing
Solar panels n coaches.
Railway has provided Solar Panel on roof top of coaches for train lighting system
in four narrow gauge coaches plying on Pathankot-Joginder Nagar route in
Kangra Valley section and fourteen narrow gauge coaches plying on Kalka-
Shimla section on trial basis.
Two Broad Gauge GS coaches are also provided with solar panel on roof top for
train lighting on trial basis. .
Railway has decided to provide solar panels on roof top of GS coaches of two
day running intercity trains and 50% Narrow gauge coaches plying on Pathankot-
Joginder Nagar route in Kangra Valley section and Kalka-Shimla section for
extended trials for one year in all weather conditions.
Further, as a part of green initiative on Rail coaches and to have extended trails for
one year in all weather conditions and understand all practical issues. It has been
decided that one number of day running intercity express train each in NR and SR
may be provided with solar panel modules on roof top of alternate coaches for one
year trial in should be provided with solar panels for extended trial.
7.10.3 Provision of capacitor bank for power

factor improvement in LHB EOG
coaches
Hon’ble MR has pronounced during budget speech 2015-’16. “More berths will be
made available through increase in number of coaches to meet growing demand
for confirmed seats on trains”. It is also desired by CRB that running of 24 LHB
coaches in Rajdhani/Shatadi trains with End on generation (EOG) System &
Head On generation (HOG) system should be expedited.
There is continues demand for augmenting Rajdhani/ Duronto LHB EOG rakes to
run with 20 to 24 coaches. To overcome the problem of voltage drop & limitation
in current carrying capacity, electrical capacitors are being provided in each
coach of LHB rakes.
Zonal Railways have been advised to provide capacitors in existing EOG

coaches. So, far, Zonal Railways have provided capacitor bank in 2075 EOG
coaches out of 3501 EOG coaches. (59.3%).
7.10.4 Provision of Environment & Energy

friendly-Green Bio-Toilets:
To overcome the environmental degradation and maintain hygiene in railway
premises, Indian Railway in association with DRDO (DRDO/Gwalior) has
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developed IR-DRDO Bio-toilets. Bio digester fitted with ‘anaerobic bacteria’
converts’ human waste into liquid and gases. The gases escape to atmosphere
and treated waste water is discharged after chlorination. IR-DRDO Bio-toilet
system has advantages:-
OO Elimination of toilet discharge on stations, railway tracks and coaching

depots.
OO Improvement in cleanliness level of station area.
OO In order to make the railway premises hygienic, clean, pollution free and
increase life of railway track, bio-toilets were introduced on IR passenger
coaches. A total of 79507 bio-toilets have been fitted in 33433 passenger
coaches upto June, 2017.
OO No bed smell in toilets from the tanks
OO No infestation of Cockroaches & flies
OO Fecal matter in the tank not visible
OO No clogging of digester
OO Effluent is free from off odour and solid waste
OO No maintenance required
OO Reduction in organic matter by 90%
OO No requirement of adding bacteria/ enzyme
OO No need of removal of solid waste
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7.10.6 World Class Coach Interior
Railway Board announced four new categories of trains — one for unreserved
passengers and three for reserved passengers during 2016-17 “Railway Board
propose to introduce the Antyodaya Express, a long-distance, fully unreserved,
superfast train service, for the common man, to be operated on dense routes. We
will also add two to four Deen Dayalu coaches to some long-distance trains for
unreserved travel to enhance our carrying capacity for the masses.
Railway Board announced a fully third AC train, called Humsafar. The Tejas
category of trains will run at 130 km an hour, with entertainment, local cuisine,
Wi-Fi and other amenities on board. The final category is UDAY (Utkrisht
DoubleDecker Air-conditioned Yatri), which will be overnight trains plying on the
busiest routes to increase capacity by 40 per cent.
“Third AC is always a profit-making initiative, so if you make a third AC train, the

Railways will not lose money. In all the pricing policies, third AC is the only one
that makes a profit. So, as many third AC trains as you can introduce, to the
extent that they can be absorbed, they are not losing propositions.
7.10.6.1 Features of Tejus Coaches:
1. On LHB platform having relatively higher carrying capacity

2. Ergonomic seating with improved cushioning and upholstery. Height of
chairs should be similar to existing seats even with LCD screens.
3. Provision of Authomatic entrance and interior doors and no manual doors.
4. Entertainment screens for each passenger’s alongwith head phone
socket.
5. LED boards for advertising and communicating safety instructions to the
passengers. This can also clubbed with entertainment screens as per
Para (4) above.
6. GPS based Passenger Information display system should display the
information on one of the channels of LCD Screen.
7. Improved aesthetics with new colour scheme presenting a futuristic look
with use of Vinyl sheets similar to Maharaja Express coaches.
8. Smart windows with automatic venetian blinds
9. Smart windows with automatic venetian blinds.
10. Dust sealed gangways.
11. Fire and Smoke detection and suppression system.
12. CCTV system with remote control and monitoring capability.
13. Concealed LED lighting.
14. Adjustable reading lights.
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15. Passenger announcement system.
16. Pantry car equipments and Vending machine in consultation with IRCTC.
17. Mobile laptop charging points as per existing RDSO scheme
18. Provision of Wi-Fi facility.
19. Integrated Braille display.
20. Individual Magazine bags, bottle holders, snack table etc.
21. Bio-Vaccum toilets.
22. Sensorised taps, flushing system, hand driers, tissue paper dispenser and
soap dispenser for touchless experience of toilet use.
23. Water level indicators.
24. Accessible dustbins with garbage compacting feature for higher
capapcity.
25. Electronic Passenger chart.
26. Toilet Engagement Boards.
27. Call bell buttons to call coach attendant.
28. Semi Permanent Coupler.
7.10.6.2 Features of Deen Dayalu Coaches:
1. Provision of cushioned luggage racks which can serve as seat during

rush. Moulded PUF foam seats can be explored.
2. Provision additional hand hold in doorway area.
3. Provision of J hooks near longitudinal luggage racks.
4. Toilets with Polymerised floor coating.
5. Provision of bio-toilets.
6. Water level indicator.
7. Toilet occupation indication display board.
8. Enhanced mobile charging facility.
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9. Fire extinguishers with anti-theft arrangement.
10. Pleasing interior and exterior colour scheme with anti-graffiti measures.
7.10.6.3 Features of Antyodaya Coaches:
1. Provision of cushioned luggage racks which can serve as seat during

rush. Modulded PUF foam seats can be explored.
2. Provision of additional hand hold in doorway area.
3. Provision of J-hooks near longitudinal luggage racks.
4. Provision of MU cable in each coach for running train service with loco at
both ends.
5. Vestibuled ends for Inter coach movement of passengers and the service
staff.
6. Portable water similar to Aquaguard type water filtration system.
7. Enhanced number of Mobile charging- points.
8. Provision of bio-toilets.
9. Fire extinguishers with anti-theft arrrangment.
10. More pleasing colur shceme for interior and exteriors with anti-grafiti
measures.
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7.10.6.4 Features of Humsafar Coaches:
1. Existing LHB Ac 3 tier and conventional AC 3Tier coaches shall be used.

2. GPS based Passenger information display system as per existing RDSO
specification No.RDSO/PE/SPEC/AC/0087-2008 (Rev.1).
3. Passenger announcement system as per RCF Specification No.173 used
in Rajdhani Shatabdi Trains.
4. Fire and Smoke dectection and suppression system
5. CCTV System
6. Mobile laptop charging points as per existing RDSO scheme
7. Integrated braille displays.
8. Improved aesthetics with new interior and exterior colour scheme
presenting a futuristic look with the use of Vinyl sheets similar to Maharaja
Express coaches.
9. Fire retardant curtains of colour and pattern advised by Rly. Board.
10. Space for Automatic Vending machine.
11. Automatic odour control dispensers 3 no. per coach.
12. Additional step with PU cladding in the ladder for transverse berths.
7.10.6.5 Crashworthy Features in LHB Coaches:- In order to prevent

deformation in passenger occupied area so as to avoid injuries to passengers
and climbing of coaches one over the other in case of train accident, Railway
Board has been issued crashworthy coach designs to ICF/Chennai and RCF/
Kapurthala for manufacture.
7.11 COMMON CONFIGURATIONS

OF IR COACHES
(i) 3-Tier Sleeper Coach: Provides Second Class Sleeping Accommodation
for 72 Persons. Each Compartment in it has 6 Berths, 3 Seats forming
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a bench on either side of the Compartment and 2 more Benches above
these Benches to provide for 6 Sleeping Berths. The middle Berths, when
folded become the back-rests of the Seats on the two Lower Berths.
Across the Aisle from a compartment two little shorter Berths are provided
along the length of the Coach. There are a total of 9 Bays in the Coach.
(ii) Air-conditioned 2-Tier Sleeper Coach: Provides 46 Berths. There
is space for 48, but two slots for Berths are taken up by Equipment,
either overhead or on one side at one end. The LHB 2-Tier AC Coaches
have 54 Berths. The 2-Tier AC conventional Coach has 8 Bays or
Compartments, while the LHB version has 9.
(iii) AC 3-Tier Sleeper Coach: Provides 64 Berths, while the LHB AC
3-Tier Coach accommodates 75. The 3-Tier AC conventional Coach
has 8 Bays or Compartments, while the LHB version has 9. IR are
contemplating introducing a newer version of the AC 3-Tier Coach that
will accommodate 81 Passengers.
(iv) Jan Shatabdi Second-class Sleeper: Accommodates 78.
(v) Jan Shatabdi Chair Car: Accommodates 103 Passengers. Newer
Second-class Chair cars, since 1995, are more cramped, with 108 seats
in the same space.
(vi) AC Chair Car: Provides for around 64 seats, (3 & 2 or 3 & 3 on both
sides of the Aisle).
(vii) Executive Chair Car: Accommodates 48 Seats (2 & 2 on both sides of
the Aisle).
(viii) AC First Class Coach: These Coaches have Compartments with Doors
for privacy; the Compartments are all along one side, without any Seats
or Berths on the other side across the Aisle. The first-class Compartments
are either Cabins (two facing sets of Berths), or Coupes (one set of
Berths).
(ix) Composite First AC and AC 2-Tier Coach (AC-1 cum AC 2- Tier):
Have 10 Berths in AC-1, two Cabins and a Coupe and 20 Berths in AC
2-Tier Portion, arranged in 3 Bays of 6 Berths each and a 2 Berths in a
half Bay at the end. On MG, the Composite AC-1 / AC 2-Tier Coaches
have 4+18 Berths.
(x) First Class Coach: These Coaches also have Compartments with Doors
for privacy; the Compartments are all along one side, without any Seats
or Berths on the other side across the Aisle. The first-class Compartments
are either Cabins (two facing sets of Berths), or Coupes (one set of
Berths). These are being gradually phased out in preference to AC 2-Tier
Sleepers and same is the case with Composite First and non-AC Second
3-Tier Coach, providing for 6 Berths in First Class (one Cabin & one
Coupe) and 59 Berths (7 Full Bays & one 3 Bay Formation) in Second
Class.
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(xi) On NG, in addition to the usual Second Class Sitting Accommodation,
there are a few First Class Coaches as well as some Air-conditioned
Coaches, which run on some select Routes. These select Routes
may also provide for Second Class Sleeper Accommodation as well.
The Sleeping Berths are aligned longitudinally, along the sides of the
Coach. The Coaches are of the non-Corridor type, with 4 to 6 Berths per
Compartment and an attached Bathroom.

Note:
(c) Check your Answers with the ones given at the end of this Unit. What
do the following Codes signify, when referred to IR’s Coaching Stock
?
1. WGFACCW.
2. WGACCZ.
3. SLR.
4. WGCB.
5. LACCN/EOG.
6. LACCW/SG.
7. GS.
8. WGS.
9. WGSCN.
10. BVZI.
11. WR 97196 AB.
7.12 LET US SUM UP

Coaches and self-propelled EMU / DMU Stock are used to transport Passenger
Traffic. EMUs / DMUs ferry the Suburban traffic and Local traffic in the vicinities
of Metro like Cities.
The Coaches can be classified into two main Categories viz. Passenger Carrying
Vehicles (PCVs) and Other Coaching vehicles (OCVs). Electrical Multiple Units
(EMUs) and Diesel Multiple Units (DMUs) fall in the category of PCVs.
IR were manufacturing Wooden bodied Coaches with Steel under-frame, prior

to setting up of Integral Coach Factory at Perambur, Madras in 1955. Coaches,
manufactured now are called ‘Integral Coaches’, which have single-Shell
185
Bodies with the Floor being part of the Body. It is an Anti- telescopic Design,
which prevents Coaches from being crushed lengthwise in the event of a Train
Collision.
ICF, RCF and BEML are the three main Manufacturers of Railway Coaches in
India, ICF being the pioneer Unit in this regard.
RCF, Kapurthala, with a view to upgrading the Coach Technology on Indian

Railways, did recently enter into a Transfer of Technology Agreement with M/
s. Alstom LHB, Germany to build Stain-less steel LHB Coaches in India. The
Bogies for these Coaches are of FIAT design providing faster, comfortable and
safe travel. RCF have since fully absorbed the Technology and have already
started rolling out such types of Coaches for Indian Railway’s prestigious
Rajdhani and Shatabdi Rakes.
The Codal Life of a Steel Body Coach is 25 years. In order to keep the Coaches
in good running condition, the Coaches have to go through cycles of Periodic
Preventive Maintenance. The Maintenance Schedules can be broadly classified
into Open Line Running Maintenance carried out in the Depots situated mostly at
the Terminals and Periodic Overhaul (POH), which is undertaken in Workshops.
Open Line Running Maintenance is further classified into Primary and Secondary
Maintenance. Primary Maintenance covers thorough Washing & Cleaning,
Examination & Repair to under-gear fittings, Brake equipment, and Interior
fittings. Primary Maintenance is given at the Terminals, where the Rakes are
based. Secondary Maintenance covers the Items which affect Safe running of
the Train, most important of these being the Brake equipment and under-gear
fittings. Secondary Maintenance is given at the other Terminal.
In addition to Primary & Secondary Maintenance, ‘Safe to Run’ examination is

carried out at nominated Intermediate Stations, which covers checking of Safety
Items such as Hot Boxes, Loose fittings in under-gear, and Leakage in the Pipe
of Brake System etc.
Periodical Overhaul of Coaches is undertaken in Workshops at prescribed

Intervals. Presently, all Coaches (PCVs & OCVs) on Mail & Express Trains are
given POH at an Interval of 12 Months. PCVs working on Passenger Trains have
18 Months periodicity. OCVs working on Passenger Trains are given POH at 24
Months Interval.
Furnishing of IR Coaches is done to cater for the Class of Accommodation to be

provided in the Coach. Following Classes are available:
1A: First class Air-conditioned.

FC: First Class.
EC: Executive Class, or First Class Air-conditioned Chair-car.
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CC: Air-conditioned Chair-car.
SL: Second Class Sleeper (3-Tier).
2S: Second Class Sitting.
Numbering on the Coaches is done following a Pattern, which includes

Alphabetic Prefix (2 or more Alphabets) to indicate Railway Zone Abbreviation,
Year of Manufacture of the Coach / Year the Coach was transferred to the
Zonal Railway / Year the Coach was re-built (in 2 Digits), a Serial Number
(usually 3 Digits) for the Coach indicating the serially allotted Number within the
Ranges that could indicate the type of the Coach and Alphabetic Suffix (1 or
more Alphabets) to provide added information regarding some other important
attributes of the Coach like the Braking System and Coupling Arrangements etc.

CYP 1 :
1. (a) 3.46 times. (b) 8.26 times. (c) 152.89 times.

(d). Need based Requirements, Availability of Funds & Available
Production Capacity.
2. True / False:
(a). False. (b). True. (c). False. (d). False.

CYP 2 :
1. Manufacturers of IR Coaches:
(i) Integral Coach Factory (ICF), Perambur, Chennai.
(ii) Rail Coach Factory (RCF), Kapurthala.
(iii) Bharat Earth Movers Limited (BEML), Bangalore.
2. True / False:
a. True. b. True. c. True. d. True. e. True. f. True.

CYP 3 :
True / False:
1. True. 2. True. 3. True. 4. False. 5. True.
CYP 4 :
1. WGFACCW: First Class / 2-Tier AC Sleeper Composite.

2. WGACCZ: AC Chair Car.
3. SLR: Second Class Luggage / Parcel van + Guard Van
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4. WGCB: Kitchen / Pantry Car.
5. LACCN/EOG: LHB AC 3-Tier Sleeper, non-self-generating.
6. LACCW/SG: LHB AC 2-Tier Sleeper, Self-generating.
7. GS: Second Class Coach, Self-generating, non-vestibuled.
8. WGS: Vestibuled Second Class Coach, Self-generating.
9. WGSCN: Vestibuled Self-generating Second Class 3-Tier Sleeper.
10. BVZI: Extra long Brake van for Goods.
11. WR 97196 AB: Air-braked Western Railway Coach (AC Chair Car)
manufactured in 1997 with Number 196.
UNIT END QUESTIONS
Q. 1 List out the Kinds of Coaches presently used in the Fleet of Rolling Stock
of Indian Railways and enumerate, in brief, their distinguishing Attributes.
Q. 2 In what way an Integral Coach is superior to earlier Coaches built on
separate steel under-frames.
Q. 3 Enumerate the Routine and Periodical Maintenance Activities carried out
on the Coaches to keep them under good fettle, through out their Life-
span.
Q. 4 List out the common Coaching configurations available on IR Coaches.
following:
(i) History of Development of Coaches on Indian Railways.
(ii) Primary Maintenance of Coaches.
(iii) Break down Maintenance.
(iv) Numbering Scheme of Coaches.
(v) Attributes of a Modern Coach.
188
7
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Legal & Technical
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Aspects of Railway
Functioning
UNIT-8
Multiple Units & Other Coaching Vehicles
Structure
8.0 Objectives
8.1 Introduction
8.2 Electric Multiple Units (EMUs)
8.2.1 Formation of EMU Rakes
8.2.2 Class of Accommodation in EMUs
8.3 Diesel Multiple Units (DMUs)
8.3.1 DMU Formations
8.3.2 Why Air Suspension
8.4 Mumbai Area EMU Numbering & Classification
8.5 Maintenance of EMUs
8.6 Railcars & Railbuses
8.7 Other Self-propelled Vehicles
8.8 Let Us Sum Up
Unit End Questions
189
8.0 OBJECTIVES
(i) List the kinds of Self-propelled Vehicles and their different Formations
employed on Indian Railways.
(ii) Distinguish between Rail Cars / Rail Buses, Multiple Unit type Rakes and
the conventional Coaching Rakes as also between the Services offered
by them.
(iii) Define the types and purposes of the other Self-propelled Stock, being
used for Inspection and Maintenance Functions on Indian Railways as
also for the Relief and Restoration Works at Sites of unusual Occurrences
and Accidents.
8.1 INTRODUCTION
In 1965-’66, ICF manufactured M.G. AC EMUs. Electrics were imported from M/s
Nichimen, Japan thereafter from 1968-’69 ICF Madras and M/s Jessops Co.,
Calcutta started manufactured EMU coaches with M/s HEIL Traction equipments
(Both 1500V DC and 25 KV AC).
In 1989-’90 ICF manufactured Thyristor control 25KV MG EMUs for Chennai area.
Electrics were supplied by M/s GEC, England and in 1993 introduced Chopper
Control on 20 Nos. BG DC EMU motor coaches in Association with BARC.
In a major technological leap Indian Railway adopted 3 phase Traction Drives

Equipments suitable for duel voltage 1500V DC/25 KV AC system with
regenerative braking features for use in Mumbai area.
In 1981-’82 ICF, Chennai manufactured Metro coaches with M/s BHEL & M/s
NGEF traction equipments (750 V DC with 3rd Rail-Resistance control)
In 2012-’13 ICF, Chennai manufactured 13 Air conditioned rakes with M/s BHEL
traction equipments for Kolkata Metro.
Railway has taken decision to introduce energy efficient state of the art rakes
with 3 phase propulsion system with regenerative braking in Kolkata Metro. In
this regard, an order for procurement of 14 fully furnished rakes for Kolkata Metro
with IGBT based propulsion system and regenerative braking system has been
placed on M/s Dalian, China.
Further two rakes with indigenous development of 3 phase propulsion system

with regenerative braking are under manufacturing at ICF.
116 energy efficient AC/DF rakes with 3 Phase IGBT propulsion systems have
already been introduced in Mumbai Suburban area with regenerative braking
190
features since 2007. In Western Railway the total energy regeneration of 64 EMU
rakes with regenerative braking is 82.6 million KWH per Annum and the total
saving is approx. Rs. 65.39 crore per Annum. In Central Railway the total energy
regeneration of 52 EMU rakes with regenerative braking is 66.7 million KWH per
Annum and the total saving is approx. Rs. 53.35 crore per Annum.
72 energy efficient AC rakes are under manufacturing at ICF with 3 Phase

insulated Gate Bipolar Transistor (IGBT) based propulsion system and
regenerative braking system. Out of which 58 rakes have been commissioned in
Mumbai area since Jan.’15. These rakes will first replace energy inefficient over-
aged DC EMU rakes and will be used later for augmentation/additional services.
BEML, Bangalore had manufactured and supplied Stainless Steel EMU rakes
with DC propulsion system against the order placed on them. All the six rakes
have already been inducted in passenger services in Southern Railway, Eastern
Railway and South Eastern Railway.
2 Rakes manufactured with Indigenous Insulated Gate Bipolar Transistor (IGBT)

based 3 Phase propulsion system by ICF for Mumbai. Air Conditioned EMU rake
for Mumbai Suburban area with BHEL Electrics has been manufactured and
delivered to Mumbai which is under testing.
The Main-line EMU (MENU have a width of 10’8” to allows operations in main
line. Earlier versions of MEMUs had a top speed of 60kmph. RDSO improved on
these by increasing the horsepower of the traction motors and providing a weak-
field arrangement in them for higher speeds.
All new MEMUs have toilet facility. Railways have also planned to manufacture
MEMUs with Insulated Gate Bipolar Transistor (IGBT) based 3 Phase propulsion
system having speed potential of 110 kmph.
GPS based Passenger Announcement System in EMU rakes in Mumbai

Suburban area, also planned for other than Mumbai area.
In the preceding Unit, we discussed the Coaching Stock used for the needs of
long distance Passenger Traffic. In this Unit, we shall discuss a different kind
of Coaching Stock, called ‘Multiple Units’, which is primarily employed to cater
for Suburban / Local Traffic. We shall also list out and describe, in brief, the
other Self-propelled Coaching Stock used on Indian Railways for handling the
Passenger Traffic on special light Traffic density and Hilly terrain sections, as also
the one engaged in some ancillary but really important House-keeping functions
on the Railways.
The term ‘Multiple Unit (MU)’ refers to Cars used mostly for Suburban Train
services, which have Multiple Prime Movers; either Electric Motors or Diesel
Engines. Diesel Engine could be Diesel-electric or Diesel-hydraulic. The same
Car that carries Passengers may also have the Motive Power, as opposed
to the normal situation where the Passengers are in Coaches that are not
self-propelling and a Locomotive hauls the Train. Multiple Units are now also
191
operational for Long distance run, usually in a kind of Inter-city Trains ferrying
between the two cities and covering a run of 150 to 200 Kms.
The following kinds of Multiple Units are operational on Indian Railways:
(i) Electric Multiple Units (EMUs).

(ii) Diesel Multiple Units (DMUs):
(a) Diesel-electric Multiple Units (DEMUs).
(b) Diesel-hydraulic Multiple Units (DHMUs).
(c) High Power Diesel Multiple Units (HPDMU).
(iii) Main-line Electric Multiple Units (MEMUs).
Besides Multiple Units, there are some other Coaching Vehicles which are also
self-propelled. These include Rail Cars, Rail Buses, Accident Medical Relief
Vans (ARMVs), Accident Relief Tool Vans (ARTVs), Accident Relief Train (ART)
and Breakdown Cranes, Inspection Cars, OHE Erection and Testing Cars, Track
Recording Cars and Inspection Motor Trolleys etc.
As of march 2006, IR’s Coaching Fleet included 5316 EMUs, 578 DMUs /
DHMUs and 5,990 other Coaching Vehicles.
8.2 ELECTRIC MULTIPLE UNITS (EMUs)

IR has Electric Multiple Units in operation in several suburban sections (Mumbai,
Chennai, Bandel-Katwa, Hydrabad, Banglore,Delhi-NCR etc.).Presently, all
EMUs & DMUs are being manufactured with air spring by all manufacturing units.
Electric Multiple Units are the best-suited passenger Coaches for sub-urban
transit. The Coaches are wide enough to carry maximum number of Passengers
with comfort and speed. EMUs can further be classified, based on the operating
Power Supply:
(i) DC EMUs.
(ii) AC EMUs.
(iii) AC-DC EMUs.
The Mumbai Region of Western and Central Railways have 1500 V DC Traction,
which is under conversion to 25 KV AC Traction. Both the Railways are operating
with EMU Rakes of DC EMUs and AC-DC EMUs. The latter type of Rake is
worked, where it has to negotiate both DC and AC Tractions.
The main aim of these Dual Voltage Coaches is to keep the Railway services
uninterrupted during the transition period from DC Voltage System to AC Voltage
System. Separate Traction packages are provided for these Coaches to run on
AC and DC Voltage supplies in different areas depending on the availability of
Power Supply.
192
Most of the EMUs running in Mumbai Region were built with a rated top speed
of 100 Kmph, although Central Railway limits them to 80 Kmph in Mumbai, and
Western Railway limits them to 70 Kmph in some sections.
Earlier Models of EMUs with DC Traction Motors were with Rheostatic Control
(Resistance Banks used to vary the input Power Supply) and did not have
Pneumatic suspension. The newer Models have 3-phase Induction Motors and
are equipped with Chopper (Thyristor) Control of the Motor Power Supply instead
of Rheostatic Control, thereby eliminating the waste of power in the Resistance
grids. These EMUs are also provided with the capability for Regenerative
Braking to convert the Kinetic Energy of the Rake back to Electrical Energy fed
to the Catenary, when braking. All the AC-DC EMUs have Chopper Control &
Regenerative Brakes and are with Pneumatic suspension.
EMUs with and without Pneumatic suspension cannot be coupled together

because of differences in the electrical cable connections.
Latest additions in EMU Family in the Mumbai Area are Stainless Steel Rakes.
Apart from the Corrosion-resistance features, these EMU Coaches also support
somewhat larger windows than the normal EMU Coaches.
The regular BG EMUs in operation in several suburban areas are somewhat

wider (12 ft.) than usual (10 ft. 8 inch), by comparison. Hence they cannot be
used in many places where the clearances are not sufficient. This has led to
the development of the Main-line EMUs (MEMUs) (1993). These EMUs have a
width of 10 ft. 8 inch. MEMUs run on 25 KV AC Power. The MEMUs have the
operational features of fast acceleration and deceleration, Electro-pneumatic
Braking System and Schaku Coupler which makes the Train function more
like a Suburban EMU, maintaining the average speeds to match the fast Mail
or Express Trains so that it does not slow down the System. These Coaches
are capable of running at a maximum speed of 100 Kmph. MEMUs are now in
operation in many sections on Main line Routes.
Mumbai Area EMUs date back to the 1920s. In 1925, EMUs were used on
the line from Victoria Terminus to Kurla. In 1928, EMU Rakes were used on
Western Railway. The earlier EMUs Rakes were even wider than the current 12’
wide EMUs, were all Vacuum-braked and were all imported. Rakes run on the
Harbour Branch by CR (1925 Stock), were 10 ft. 8 inch wide because of smaller
Clearances on the Harbour Branch. Vacuum-braked Rakes remained in use until
1974. The Rakes used thereafter are all Air-braked.
8.2.1 Formation of EMU Rakes

Many different EMU Formations have been used in different Areas: (i) In the
1930s, Madras Suburban service started with 3-Car
EMUs which were notable in having coupled Bogies across Cars, thereby making
the entire 3-Car formation a Rigid-unit. Later, Madras also got some 4-Car
193
Non-rigid EMUs. They were sometimes operated in pairs at rush hours, leading
to 6-Car (two Rigid) and 8-Car (two Non-rigid) formations, and rarely 7- Car
formations (one 3-Car Rigid and one 4-Car Non-rigid).
2010 In the 1960s, following the conversion of the Traction from DC to AC, the
3-Car EMUs (which were built for DC Traction) was coupled with a single
AC Power Car to make hybrid 4-Car Formation. More recently, 12-Car
(4+4+4) Formations have been common. In these, the Power Car is
usually one of the middle Cars in a 4-Car unit.
2010 10-Car Formations (two 3-Car rigid EMUs with a 4-Car EMUs) were also
used in Madras but very rarely.
2010 Mass Rapid Transit System (MRTS) in Chennai normally runs 9-Car
EMUs. However, in an effort to increase service frequency, 3-Car Rakes
have also been introduced.
2010 Northern Railway in Delhi Area used to run 6-Car and 8-Car EMUs, but
now up to 12-Coach EMU and MEMU Rakes are run. For long EMU runs
like those between Ghaziabad & Mathura, Northern Railway uses only 12-
Car Formation.
2010 In Mumbai, 9-Car Formations were standard for a long time (from 1960s).
Much earlier, 4-Car Rakes were in use, with 8- Car Rakes also having
started on the Main line from 1927. On the Harbour Branch line, however,
4-Car Rakes were used for quite some time. Then in 1988, the 12-Car
Formation became common, having been used on a trial basis from 1986,
following increased demand for services and lengthening of Platforms.
There is also talk of introducing 16-Car Formations for some services. For
Long EMU Runs, Western and Central Railways are also using 12-Car
Formations.
2010 In Kolkata Region, 12-Car Formations are used for Long EMU runs like
that on ‘Howrah-Kharagpur’ line. 9-Car Rakes are usually run to handle
local Suburban traffic, though sometimes 10-Car Rakes are also being
used. MEMU Rakes of South Eastern Railway have 8 Coaches.
8.2.2 Class of Accommodation in EMUs

In the Mumbai area, the most commonly seen Coaches have General Second
Class accommodation. Some Coaches or Compartments are for First Class
ticket-holders. There are also Compartments, Coaches, or entire Trains
reserved for women, known as Ladies’ Compartments or Ladies’ Specials. In
some cases, the Ladies’ Coaches or Compartments are reserved for women
all the time, whereas in some cases they revert to being General Second Class
accommodation while being reserved for women only during certain hours.
There are also First Class Ladies Coaches seen on some services. Additionally,
Compartments are reserved for Handicapped or Physically Challenged Persons,
and there are also mixed Compartments or sections of Coaches reserved for
194
Older Travellers during certain times. Luggage Compartments are also seen in
the Mumbai Trains.
On Northern Railway and in Kolkata Region, very rarely one can find Coaches
or Compartments for First Class ticket-holders. These are, however, available in
Chennai Region.

2010 Please do not proceed until you have answered the following
Questions.
2010 Write Your Answers in the space given below.
2010 ICheck your Answers with the ones given at the end of this Unit.
2010 State whether the following Statements are True / False:
2010 EMUs are the Passenger Coaches that can cater for Suburban type Traffic
only. ( )
b) EMUs in Mumbai Region are rated for top speed of 100 Kmph. ( )
c) Newer Models of EMUs are provided with the capability of Regenerative
Braking. ( )
d) Suburban System EMUs are 10 ft. 8 inches wide. ( )
e) IR MEMUs have width of 12 ft. and run on 25 KV AC Power. ( )
f) An EMU Rake usually has multiple numbers of Prime Mover Cars. ( )
2. EMU Rakes can be formed with the following formulations:
(a) 3-Cars.
(b) 4-Cars.
(c) Multiples of 3-Cars.
(d) Multiple of 4-Cars.
(e) Any combination of 3-Cars & 4-Cars units.
(f) All of ‘a’ to ‘e’ above.
8.3 DIESEL MULTIPLE UNITS (DMUs)

There are several Diesel Electric Multiple Units (DEMUs) and Diesel-hydraulic
Multiple Units (DHMUs) in operation. Most of these are made by ICF. These have a
rated maximum speed of about 100 Kmph. The first DMUs were introduced in 1993.
195
The MG versions of the DEMU come from RCF. The first Rake was
commissioned in March 2003. The Formation has 6 Coaches including two Driver
Cars and four Trailer Coaches. Maximum speed is 75 Kmph. These were initially
run on ‘Indore-Mhow’ section of Western Railway and on ‘Delhi – Sarai Rohilla’
section of Northern Railway.
DMU Models, the High Powered DMU or HPDMU units, were introduced in
1999 by ICF and are now in regular use at several places. The HPDMUs are
coupled in 4-Car units (one Power Car, with a 1400 HP Engine + three Trailer
Cars) as opposed to the 3-Car Rakes (Power Car, with a 750 HP Engine + two
Trailer Cars) for the lower-powered DMUs. HPDMUs have Pneumatic secondary
suspension. Acceleration is improved in HPDMU at 0.54 m/s2.
The HPDMUs were used around Bangalore at first, and some Suburban services
around Chennai (Beach – Kanchipuram). The maximum speed for most of the
DMU / DEMU / DHMU Vehicles is 100 Kmph.
8.3.1 DMU Formations

The DMUs are often seen in 2-Car / 3-Car units. Where the traffic is higher,
DEMU and DHMU Formations usually consist of 6 and sometimes 9 Cars (with 2
Power cars, one at either end). On some sections, to cater for high traffic, DMU
Formations have also been upgraded to 12 Cars.
HPDMU Rakes have 4-Cars Units, making it likely that 8-Car and 12-Car
Formations will be common for HPDMU services. 16-Car Formations have also
been tried experimentally.

Questions.
1. DEMUs have been designed to cater for Local Traffic on Non- electrified
sections. ( )
2. HPDMUs are equipped with Pneumatic Suspension and provide for an
improved Acceleration characteristics. ( )
3. Maximum rated speed for most of the DMU / DEMU / DHMU / HPDMU
vehicles is 50 Kmph. ( )
4. HPDMU Rakes can be formed in multiples of 4-Car Units. ( )
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8.3.2 WHY AIR SUSPENSION?
Air suspension is used in this type of bogies just because of load variation. In
conventional bogies helical spring are used these are designed for a specific load
but in these types of coaches passengers load is more.It provides
OO Better riding comfort

OO Improved reliability and reduced maintenance
OO capacity to sustain super dense crush load
8.4 MUMBAI AREA EMU

NUMBERING AND CLASSIFICATION
On Central Railway, a 3-Car Unit is classified as ‘76’, ‘70’, or ‘72’, where ‘76’ is
the leading Motor Coach, ‘70’ is the Motor Coach with a Pantograph, and ‘72’ is
the Trailer Coach. So a 9-Car train has three units in the sequence ‘(76-70-72)
(72-70-76) (72-70-76)’. A 12-Car Train would have the sequence ‘(76-70-72) (72-
70-76) (72-70-76) (72-70-76)’.
Some Coaches on Central Railway have classifications ‘86’, ‘80’, and ‘82’.
These are those transferred from Western Railway, as a result of WR having
acquired the newer AC-DC EMUs.
The EMU Coaches also have Alphabetic Classifications in line with other Rolling
Stock of Indian Railways.
2010 YSYL: Driving Motor Coach with Second Class + Luggage (Class ‘76’).
2010 YSZZ: Second Class Motor Coach (Class ‘70’).
2010 YFYS: First Class + Second Class Trailer Coach (Class ‘72’).
The identifying number of a Coach consists of the prefix corresponding to the

type of Coach (‘76’, ‘70’, or ‘72’), followed by a 3-digit serial number e.g., a
Motor Coach may be numbered 70256 and a Trailer coach may be numbered
as 72385. Different range of 3 digits is allocated to Coaches manufactured by
different Manufacturers.
EMUs on Western Railway are numbered differently, identified by 3-digit numbers

identifying the Rake and a letter ‘A’ / ‘B’ / ‘C’ added to distinguish the individual
Coach in the EMU Rake (‘A’: Trailer Coach, ‘B’ : Motor Coach, ‘C’ : Driving
Trailer Coach). Hence a 3-Coach Formation on Western Railway could be
something like this (‘849A 849B 849C’).
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Questions.
2010 What do the following Codes signify on Central Railway?
a) 70.
B) 76.
C) 72.
d) 72385.
2. What do the following Codes signify on Western Railway?
a) A.
b) B.
c) C.
d) 849C.
8.5 MAINTENANCE OF EMUs

Utilisation of EMUs is more intensive and as such they require more frequent
attention than mainline Locomotives. Schedule of Maintenance followed on
EMUs is as follows:
2010 Daily Inspection.

2010 Intermediate Inspection after 6-7 Days, for replacement of worn out Brake
Blocks.
2010 Monthly Schedule.
(iv) Two-monthly Schedule.

(v) Four-monthly Schedule.
Maintenance of EMUs is done in Car Sheds. Besides, Stabling lines for some
of the Rakes are provided at Terminal Stations for stabling Rakes during Night
or when not in use. Trip Inspection is carried out by Maintenance Staff in these
Stabling lines.
Periodic Overhaul (POH), once in 18 Months For Major Repairs and POH, the
EMUs are sent to designated Workshops or Car Sheds, where such specific
facilities have been developed.
198
Questions.
2010 Enumerate the Schedule of Maintenance followed on EMUs.
8.6 RAILCARS & RAILBUSES

Historically, many sections, on BG, MG and NG, have seen Railcar or Railbus
service in India. There have been several imported models used and also home
made versions.
Railcars / Railbuses can effectively handle Passenger Traffic on light traffic

density sections and can truly attract Tourists in Hilly Terrains. NG Railbus /
Railcar service in Hilly terrain between Kalka and Shimla is well known and
very well ationaliz by Tourists. In NG Railcars, the Power Car typically has a 22
Passenger capacity and the Trailer Cars have 31 Passenger capacity.
Salient Specification details of Railbus are as under:
(i) Length: 10.7m; Width: 3.2m; Height: 3.65m; Wheel-base: 7m.

(ii) Tare weight: 16 T; Gross Weight: 24 T; The body: All steel, with an
integral shell design of formed and rolled sections welded together.
2010 Driving Cabs at each end of the Railbus, each with access through sliding
doors one on the side and one leading to the Passenger Compartment
plus a door in the middle of the Railbus for Entry / Exit of Passengers.
2010 Maximum speed: 60 Kmph. Engine: 6-cylinder, with mechanical variable
Speed Governor, 175 HP.
2010 Transmission: Hydraulic with twin Turbine Torque Converters; Drive:
Single driven Axle; Brakes: Service Brakes using Compressed Air plus
Standby Brakes with separate Brake Valves for use in case of Main Brake
failure, and Air-assisted Parking Brakes.
2010 Suspension: Single-stage with vertical guide, helical spring, and shock
absorber. Electrical: 24 V 180 Ahr. Lead-acid Battery for Starting Controls;
Lighting: 24V 45 A Alternator.
8.7 OTHER SELF-PROPELLED VEHICLES

2010 OHE Inspection / Maintenance Vehicles, also called Tower Wagons.
OHE Inspection Cars can run at 110 Kmph. These Cars have Driving
199
Cabs at both ends. OHE Car is a kind of Mobile Workshop, which is used
by Electrical Engineers, for the Inspection & Repairs of the Catenary
in Electrified sections. These are also used for recording the various
characteristics of the Pantograph – Catenary Interaction, while the Car
is in motion. The Data gathered is later effectively used in Maintenance
Management of the OHE Structure.
2010 Accident Relief Medical Vans (classification ARMV) are Diesel-
powered. Usually two Units are coupled together. One supplies the Power
and the other houses an emergency medical treatment facility. They
also have Hospital Bed accommodation for up to 12 Patients on-board.
ARMVs can run at a maximum speed of 100 Kmph.
2010 Accident Relief Tool Vans (classification ARTV) are usually coupled
in pairs, one as a Hospital Coach (like ARMV), and another Coach with
Re-railing & Metal-working Equipment and other Tools. They usually have
two under-slung Diesel Engines of about 350 HP (total 700 HP) with a
hydraulic transmission. Maximum speed: 100 Kmph.
2010 A Three Coach Self-propelled ARMV / ARTV Train (SPART), developed
recently by RDSO that can be driven from either end and has a top speed
of 140 Kmph. In addition to the Air-conditioned Medical Van and the Tool
Van as with the current two-coach ARMV / ARTV Trains, this one would
have an additional Supervisory / Kitchen Van. Compared to the older
ARTVs, there are some improvements in SPART such as a wider Sliding
door with a Ladder arrangement for easy unloading and loading of Tools
and Materials.
2010 NETRA, which stands for Network of Electrification Testing and Recording
Apparatus, is a special Coach designed for inspection of the Catenary in
Electrified sections. It has a rated top speed of 160 Kmph. It is an un-
powered vehicle and has to be hauled by a Loco. It has a Pantograph
(a dummy one, does not draw current), which is used to test and record
various mechanical characteristics of the Pantograph – Catenary
Interaction while the Coach is in motion.
2010 ARTs and Breakdown Cranes: Breakdown Cranes have always been
essential equipment for Emergency operations at Accident Sites. Steam
Cranes were part of IR’s Inventory for a long time, even after Steam-
hauled Trains had essentially disappeared from the Network. However,
the Steam Cranes have been decommissioned now and Diesel Cranes
are used instead and are rated for 140 T on BG (with maximum speed of
75 Kmph) and 75 T on MG.
An ART carries with it the Communication Systems, additional Heavy-duty
Tools, and Hydraulic Re-railing equipment. A Breakdown Crane usually
forms part of the ART Rake. Often they also include a Medical Van, thus
combining the features of both the ARTV and the ARMV.
In the past, there were many different Formations of ARTs and their
composition was not entirely ationalized. Two Classes, known simply as
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‘A’ type and ‘B’ type ARTs, are usually ationaliz. The ‘A’ type ARTs are
the ones equipped with Heavier-duty equipment, although there was no
firm line dividing the two. The introduction of heavier Rolling Stock (such
as the BOX and other Wagons that have replaced the earlier 4-Wheeler
stock) has made it imperative that the Breakdown equipment be capable
of dealing with heavier loads during operations of clearing the Accident
sites and Re-railing Vehicles, etc.
The classification of ARTs has been ationalized so that no Accident site
would be more than 250 Kms. From one ‘A’ Class ART. The ‘B’ class
ARTs may not have a Breakdown Crane but would be distributed more
closely so that no Accident site was more than 100 – 150 Kms. Away from
the one.
2010 Inspection Motor Trolleys: These are used by Railway Officers for
Mandatory Inspections of Rail-sections. A Motor Trolley, while running on
a section is treated like a Train for all operational purposes.
2010 Track-laying equipment and Oscillograph (Track Recording) Cars:
Oscillograph Car records accelerations in vertical and lateral directions,
when the Train is running at full speed. The Recording Probes are kept at
pre-determined locations which carry the accelerations through electric
cables to the Recording Machine. This method of recording gives a very
fair idea of various defects generated by Rail-wheel interaction due to
track defects.
There are also Self-propelled Instrumented Cars, which can record defects like
Mis-alignment, Gauge, Vertical un- evenness of both the Rails, Twist (Difference
in Cross Levels) and Super Elevation at Curves. The Recording is done in
continuous form and defects are shown as peaks. By taking note of defects and
Kilometrage, the defects can be attended later on.

Questions.
2010 State whether the following Statements are True / False:
a) Rail Cars / Rail Buses are used to handle Passenger traffic on Light Traffic
density sections, particularly so in hilly Terrains. ( )
b) Rail Car can run at a maximum speed of 100 Kmph. ( )
c) A Rail Bus has a Driving Cab at either end of the Bus. ( )
d) Tower Wagon is a kind of mobile Workshop for OHE in AC Electrified
section. ( )
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What do the following Abbreviations signify?
a) SPART.
B) NETRA.
C) ARTV.
d) ARMV.
E) ART.
8.8 LET US SUM UP

Coaching Stock falling in the Category of Multiple Units viz. EMUs, MEMUs,
and DMUs is used mostly for Suburban / Local Train services. The term ‘Local’
includes the Traffic obtainable in close vicinities of Metro like cities. In a Multiple
Unit Rake like EMU / MEMU / DHMU / DEMU / HPDMU, the same Car that
carries Passengers may also have the Motive Power. Multiple Units Rakes,
therefore, fall under the category of Self-propelled Rakes.
Besides Multiple Units, there are some other Coaching Vehicles which are also
self-propelled. These include Rail Cars, Rail Buses, Accident Medical Relief
Vans (ARMVs), Accident Relief Tool Vans (ARTVs), Accident Relief Train (ART)
& Cranes, OHE Erection & Testing Cars, Track Recording Cars and Inspection
Motor Trolleys etc. These Vehicles are used for Inspection, Maintenance and
other House-keeping Jobs.
OHE Inspection Car is a kind of Mobile Workshop, used by Electrical Engineers,

for the Inspection & Repairs of the Catenary in Electrified sections. These are
also used for recording the various characteristics of the Pantograph – Catenary
Interaction, while the Car is in motion. The Data gathered can later be effectively
used in Maintenance of the OHE Structure.
Track Recording Car is another important Self-propelled Instrumented Car, used

by Civil Engineers, which can record defects like Mis-alignment, Loose / Tight
Gauge, Vertical un-evenness of the Rails, Difference in Cross Levels between
the Rails (Twist) and Super Elevation at Curves. The Recording is done in
continuous form and defects are categorically marked. By taking note of defects
and Kilometrage of their occurrences, the defects can be attended later by the
Maintenance Staff.
Accident Relief Medical Vans (ARMVs) and Accident Relief Tool Vans
(ARTVs) have been classified in the group of Special Coaching Stock, which is
used for vital function of Relief and Restoration at the site of an Accident. ARMV,
virtually, functions like a Mobile Hospital. ARTVs carry all the Heavy- duty Tools,
Hydraulically operated Re-railing Equipments and other Appliances including
Communication Systems needed for Relief and Restoration Work. Accident
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Relief Trains (ARTs) are usually accompanied by a High Power Crane. The
ARTs are distributed over the Rail Network such that no Accident Site is more
than 100-150 Kms. Away from an ART Location.
8.9 CHECK YOUR PROGRESS: THE KEY

CYP 1 :
True / False:
False. B) True. C) True. D) False. E) False. F) True.
Correct Answer :
2. (e).
CYP 2 :
True / False:
2010 True. 2. True. 3. False. 4. True.
CYP 3 :
1.
a) 70: Motor Coach with Pantograph.
B) 76: Leading Motor Coach.
c) 72: Trailer Coach.
d) 72385: A Trailer Coach with serial number ‘385’
2.
a) A: Trailer Coach.
B) B: Motor Coach.
c) C: Driving Trailer Coach.
d) 849C: Driving Trailer Coach with serial number ‘849’.
CYP 4 :
1. Schedules of Maintenance followed on EMUs:

(i) Daily Inspection.
2010 Intermediate Inspection after 6-7 Days, for replacement of worn out Brake
Blocks.
2010 Monthly Schedule.
(iv) Two-monthly Schedule.
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(v) Four Monthly Schedule.
2010 Periodic Overhaul (POH), once in 18 Months.
CYP 5:
True / False:
2010 a) True. B) False. C) True. D) False.
(ii) a) SPART: Self Propelled ARMV / ARTV Train (A 3-coach Train).

B) NETRA: Network of Electrification Testing and Recording Apparatus
(A special Coach designed for inspection of Catenary in Electrified
sections).
c) ARTV: Accident Relief Tool Van.
d) ARMV: Accident Relief Medical Van.
E) ART: Accident Relief Train.
QUESTIONS FOR STUDY
Q. 1 Enumerate the kinds of EMU Services run on Indian Railways? Q. 2

In what Formations can the EMUs run?
Q. 3 What Classes of Accommodation do the EMUs offer? Q. 4 Distinguish
between the Terms ‘EMU’ & ‘MEMU’.
Q. 5 Does IR operate Diesel-electric or Diesel-hydraulic Multiple Units of any
kind? If yes, then for what purpose?
Q. 6 Distinguish between the Terms ‘EMU’ and ‘DMU’.
Q. 7 Where, in your opinion, can Railcars or Railbuses be effectively used?
following:
(i) Track Recording Car.
(ii) Tower Wagon.
(iii) ARMV.
(iv) Accident Relief Train.
(v) HPDMU.
204
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Aspects of Railway
Functioning
UNIT-9
Wagons
Structure
9.0 Objectives
9.1 Introduction
9.1.1 Fleet of Wagons
9.1.2 Classification of wagons
9.2 Manufacturers of IR’s Freight Stock
9.3 Growth of Freight Traffic
9.4 Growth in Wagon Holding
9.5 Phases of Development of Wagons
9.6 Classification of Freight Wagons on IR
9.7 Description of some Wagon types
9.8 Couplers in IR Rolling Stock
9.9 Braking Systems in IR Coaches & Wagons
9.9.1 Advantages of Air-brake system over Vacuum-brake System
9.10 Brake Power Certificate (BPC)
9.11 Goods Stock Counting
9.12 Brake Blocks
9.13 Braking System in Locomotives
9.13.1 Dynamic Braking
9.14 Principles of Maintenance of Wagons.
9.14.1 Open Line Maintenance
9.14.2 ROH Depots
9.14.3 POH Depots
9.15 Let Us Sum Up
Unit End Questions
205
9.0 OBJECTIVES
(i) After working through this Unit, you should be able to:
(ii) List the kinds of Wagons used in the Fleet of Rolling Stock of Indian
Railways and their Design-wise as also Commodity- wise Classification;
Discuss the distinguishing Characteristics of commonly used Wagons.
(iii) Explain the different types of Couplers and Braking Systems used and
their relative merits, and State the Routine and Periodical Maintenance
Activities carried out on the Freight Stock to keep it under good fettle,
through out its Life-span.
9.1 INTRODUCTION
In the preceding two Units, we discussed the Coaching Stock used for the needs
of long distance Passenger Traffic as well as the special Multiple Unit Stock
to cater for Suburban / Local Traffic. In this Unit, we shall discuss the Freight
Stock (usually called Wagons), which is used to transport the different kinds of
Goods from one point to the other. We shall list and describe in brief the multiple
types of Wagons available on the Indian Railways, how these got developed
with the offering of different kinds of Loads and the salient characteristics of a
few important and most commonly used ones. We shall also explain the kinds
of Couplers used to couple the Units and the Braking Systems employed on
Coaching as well as on Freight Stock. Towards the end of this Unit, we shall
enumerate the Maintenance Activities carried out on the Freight Stock to keep it
under good fettle, through out its Life-span.
9.1.1 Fleet of Wagons

Fleet of Wagons determines the Freight carrying capacity of a Railway System.
There are basically three distinct types of Wagons available on Indian Railways,
namely 4-Wheeler Wagons of 1950s, Bogie Stock of UIC (International Union of
Railways) Design of 1960s and High capacity Air-brake with CASNUB Bogies
Design of 1980s and its subsequent improvements. The 4-Wheeler Wagons
have largely been phased out, giving way to higher capacity Wagons of superior
technology.
The Fleet of Wagons, on Indian Railways, includes multiple types of Wagons,

ranging from Open – Low, Medium and High side Walled, Open – Flats, Open
- Well, Open – Hopper, Open – Side / Bottom / Centre Discharge, Covered –
General and Water Tight and Tank – for Petroleum Products, Water & Milk etc.
In each of the Major Types of Wagons, there are Multiple Sub-types available to
carry specific kinds of Goods.
206
As of march 2006, IR’s Wagon Fleet consisted of 207,176 units of Wagons
comprising 61,088 Covered, 93,475 Open High-sided, 8,723 Open Low- sided,
33,587 other types and 10,303 Brake Vans / Departmental Wagons.
9.1.2 Classification of Wagons

According to its under-gear
(a) Four Wheeled Wagons

(i) Conventional Wagon
(ii) Modified Wagon
(iii) Tank Wagon
(b) Bogie Stock Wagon
(i) Diamond Frame Bogie
(ii) Cast Steel Bogie
(iiii) UIC fabricated Bogie
(iv) CASNUB Boie
(C) According to its Utility
(i) Open Wagon
(ii) Covered Wagon
(iii) Flat Wagon
(iv) Hopper Wagon
(v) Well Wagon
(vi) Container Wagon
(vii) Tank Wagon
(viii) Explosive Wagon
(ix) Brake Wagon
9.2 MANUFACTURERS OF IR’S FREIGHT STOCK

The number of Wagons planned for manufacture is based on Traffic Projections
and anticipated Productivity.
The Wagons are manufactured by Wagon Builders both in Private as well as in

Public Sector. The total installed capacity is over 35,000 Wagons (in terms of
4-Wheeler Units). Smaller numbers of Wagons are also being manufactured in
Railway Workshops viz. Samastipur, Amritsar and Golden Rock.
207
The Wagon manufacturing is undertaken by Builders basically as a Fabrication
Contract. Railways arrange to supply Steel, Wheel sets, Roller Bearings, Air-
brakes and Centre Buffer Couplers etc. as free Supply Components and Wagon
Builders build the Wagons using these Materials.
9.3 GROWTH OF FREIGHT TRAFFIC

The growth in the Freight Traffic, in terms of Tonnes originating, Tonne Kilometres
carried and Earnings from Freight traffic, on Indian Railways is shown in Box 1.
Box 1: Growth of Freight Traffic

Year Tonnes Originating Traffic Carried (Tonne Earnings from Freight
(Millions) – Kms.) (Millions) Traffic (in Crs. Of Rs.)
1950-51 93.0 44,117 139.3
1960-61 156.2 87,680 280.5
1970-71 196.5 127,358 600.7
1980-81 220.0 158,474 1,550.9
1990-91 341.4 242,699 8,247.0
1994-95 381.5 252,967 13,423.6
1995-96 405.5 273,516 14,972.8
1996-97 423.4 279,992 16,354.2
1997-98 445.5 286,771 19,595.0
1998-99 441.6 284,270 19,675.8
1999-2000 478.2 308,039 21,754.99
2000-01 504.2 315,516 23,045.41
2001-02 522.2 336,445 24,586.79
2002-03 542.7 356,027 26,231.45
2003-04 581.4 384,074 27,403.15
2004-05 626.2 411,280 30,489.23
2005-06 682.4 441,762 35,534.69
2010-11 921.7 625723 62844.00
2011-12 969.0 667607 69548.00
2012-13 1008.09 691658 85263.00
2013-14 1051.5 654395 94800
2014-15 1095.26 681696 94130
2015-16 1101.51 620175 1,02,027.00
9.4 GROWTH IN WAGON HOLDING

The growth in Wagon Holding over the Years is shown in Box 2. Consequent
to the Policy of Uni-gauge, only BG Wagons are now dominating the Wagon
Holding on the Indian Railways.
208
Box 2: Wagon Holding Profile
Nos. of Wagons
Year
(In Vehicle Units)
1950-51 205,596
1960-61 307,907
1970-71 383,990
1980-81 400,946
1990-91 346,102
1994-95 337,562
1995-96 280,791
1996-97 272,144
1997-98 263,981
1998-99 252,944
1999-2000 234,397
2000-01 222,193
2001-02 216,717
2002-03 214,760
2003-04 227,752
2004-05 222,409
2005-06 207,176
2014-15 254,006
2015-16 277,987
BLC Wagon,necessity, advantages & Limitations:
Design of container that cars must keep into consideration two future changes
in the size of container. It is seen that height and length of the containers have
been continuously increasing in the last two decades and are likely to increase
further. ISO has adopted 9’6” height containers for International movement. But
if we place this container on BFKI container. It infringes the maximum moving
dimension (MMD) of standard ‘X’ class. Also it is not permitted to run at speed
more than 75 kmph. It was, therefore, considered necessary to get a low platform
container that to remove the disability by classification of such wagon as ODC.
209
Silent Features:-
Axle load : 20.3 T

Pay load to Tare Ratio : 3.37
: 840mm (New)
Wheel diameter
: 780 mm (condemn)
Wheel base : 2000mm
Advantages:-
OO Reduction is turnaround time. This has decreased from 12 days to 5 days

approximately between TKD to JNPT.
OO Increase in revenue.
OO Maintenance of rekes is done at loading/unloading side with zero sick
marking, enabling the operational/commercial/technical activities to be
done in an integrated manner.
OO Limitations:- In case of any eventuality during running, the detachment of
our wagon will lead to the detachment of one modular unit consisting of 5
wagons.
9.5 PHASES OF DEVELOPMENT OF WAGONS

Over the Years, the Wagon Design has undergone many changes resulting in
development of better Wagon by way of its Carrying Capacity, Reliability and
Availability, which has considerably gone up. 4-Wheeler Wagons with Plain
Bearing and Screw Coupling were replaced by Bogie Wagons of UIC Design with
Roller Bearing & Centre Buffer Coupling (CBC) in 1960s, when BOX (Open) and
BCX (Covered) Wagons were placed on the line. The Gross Train Loads were
around 3000 Tonnes. In 1980s, the Wagon Design again went through a major
change with the introduction of Air-brake Stock with CASNUB Bogie having higher
reliability over UIC Bogie as these Wagons were fitted with Coiled Springs in place
of Leaf Springs. Over the years, the speed potential of the Bogie Wagons has
also increased from 75 Kmph to 100 Kmph. These Wagons have enabled running
of Gross Train Loads of 4500 Tonnes or even more, against 3000 Tonnes of UIC
era. All new Wagons whether of Open, Covered, Flat, Hopper, or Tank type are,
therefore, with Air- brakes and CASNUB Bogies and are fitted with tapered Roller
Bearings. Data for some important BG Wagons is given in Box 3.
Box 3: Important Data on Important BG Wagons

Volumetric Length over Nominal Tare Pay Load Gross
Type of
Capacity Buffers Axle Load Weight (Pay + Tare) Load
Wagon
(CC) (mm) (T) (T) (T) (T)
BOX 56.29 10713 20.32 22.47 58.81 81.28
BOXNHS 56.29 10713 20.32 22.47 58.81 81.28
BOXNHA 62.8 10713 22.1 23.17 65.23 88.40
210
Volumetric Length over Nominal Tare Pay Load Gross
Type of
Capacity Buffers Axle Load Weight (Pay + Tare) Load
Wagon
(CC) (mm) (T) (T) (T) (T)
BOXNLW 58.84 10713 20.32 20.67 60.61 81.28
BOXNAL 61.09 10713 20.32 18.26 63.02 81.28
BCN 104 15429 20.32 27.2 54.08 81.28
BCNA 103.4 14450 20.32 24.55 56.73 81.28
BRN / 23.37 / 57.91 /
- 14645 20.32 81.28
BRNA 23.54 57.74
BTPN 70.97 12420 20.32 27 54.28 81.28
BOBRN 56.78 10600 20.32 25.6 55.68 81.28
BOBYN 40.3 12000 20.32 26.78 54.5 81.28
BOY 37.8 11930 22.9 19.9 71.49 91.39
BOST 56.91 13729 20.32 25 56.28 81.28
BFNS - 14645 20.32 23.63 57.65 81.28
BLCA / 19.1 / 80.1 /
- 12212 20.32 61
BLCB 18.0 79

1. Enumerate the types of wagons available in the Fleet of Indian Railways.
2. Fill up the Blanks:

During the period 1950-51 to 2005-06:
(a) Tonnes originating have increased by —————.
(b) Tonne Kilometres have increased by —————.
(c) Earnings from Freight Traffic have increased by ————.
a) Air-braked Stock with CASNUB bogies is comparatively more reliable in
comparison to the stock with UIC Bogies.
b) Speed potential of today’s Wagons in IR Fleet is 100 Kmph.
c) Gross Train Load with CASNUB Bogie Stock has to be restricted to 3000 Tonnes.
211
9.6 CLASSIFICATION OF
FREIGHT WAGONS ON IR
The following Codes are generally used for classifying Freight Wagons. An
optional Gauge Code is followed by a Type Code, which is followed by an
indication of the Coupler and whether the Wagon is Air-braked or Vacuum-
braked:
B: (prefix) Bogie Wagon (usually omitted, as all new Wagons are Bogie Stock).
V: Brake / Parcel Van.
C: Covered Wagon.
F: Flat Car, FK: Flat Car for Container Transport, FW: Well Wagon, LA: Low Flat
Car with Standard Buffer Height, LB: Low Flat Car with Low Buffer Height, LAB:
Low Flat Car, one end with Low Buffers, the other with High Buffers.
R: Rail-carrying Wagon.
T: Tanker (additional letters indicate Material carried) (A: Acid, HA: Hydraulic
Acid, SA: Sulphuric Acid, B: Benzene, BT: Bitumen, CS: Caustic Soda, E: Liquid
Caustic Soda, F: Ammonia, G: LPG, K: Kerosene, L: Heavy Oil, M: Molasses,
P: Petroleum, R: Coal Tar, V: Vegetable Oil, W: Water, X: Liquid Chlorine, Z:
Lubricating Oil).
K or O: Open Wagon (Ballast / Material / Refuse Transport).
C: Centre Discharge.
S: Side Discharge.
R: Rapid (Forced) Discharge (Bottom Discharge).
X: Both centre and side Discharge
L: Low sided.
H: High sided.
C: Centre Buffer Coupler (CBC).
R: Screw Coupling only.
T: Transition Coupler (CBC with additional side Buffers and Screw Coupling).
N: Air-braked.
M: Military.
Most Wagons are made of Steel, except for a few special purpose Wagons,
which have been made with Stainless steel or special Steel Alloys to reduce
corrosion. With the rising price of steel, IR have drawn plans for the production
of Aluminium-body Wagons. In Alluminium-body Wagons, the Tare weight gets
reduced by about 4.2 T and there is corresponding increase in Pay-load. A few
212
Aluminium Wagons are now already in use. Aluminium Wagons besides being
of a lower cost and having a lower Tare weight, also have the advantage of
suffering less corrosion in many circumstances.
9.7 DESCRIPTION OF
SOME WAGON TYPES
BOX: High-sided Bogie Open Wagon. Side Discharge. Used for Coal and other
Bulk goods. BOXT, BOXR, and BOXC are the variants with Transition, Screw,
and CBC Couplers, respectively.
BOXN (BOX variant): With Pneumatic Brakes, CBC Couplers, CASNUB Bogies,
Cartridge taper Roller bearings. Used for Bulk movement of Coal, Iron ore,
Stone, etc. Rated speed: 80 Kmph. A very common Wagon on Indian Railways.
BOXN-HA (BOXN variant): With improved Bogies and Higher capacity, Fit for
100 Kmph. These Wagons were designed for higher speed Operations with
higher Axle Loads. These Wagons require 52 Kg 90 UTS Rails.
BOXN-HS: Converted BOXN Wagons fitted with CASNUB HS high-speed

Bogies, raising the maximum speed to 100 Kmph. Developed by RDSO after the
BOXN-HA Wagons didn’t work out due to Track fittings obtainable at that time
on sections, where these were planned to be run. BOXN-HS has an 8% lower
capacity compared to the BOXN-HA.
BOXN-CR: These are Corrosion-resistant BOXN Wagons built with
(Corten) Stainless steel. Speed Potential: 75 Kmph.
BOXN-LW: These are Low Tare Weight BOXN Wagons. The Tare Weight is
reduced by 1.8 T, compared to BOXN Wagons, and the Payload correspondingly
increased by the same amount. This wagon has a Stainless Steel body to reduce
corrosion.
BOXN-AL: These are BOXN Wagons with an Aluminium Body on top of a Steel
under-frame. These wagons are lighter and allow a higher Payload to be carried
for the same Axle load.
BCN: Bogie covered 8-wheeler Wagon, CASNUB Bogies, Air-braked, CBC

Couplers. Newer ones have Snubbers and Nested coil springs under Bolster,
Elastomeric Pads, with secondary Suspension System.
BCN-A: Taller BCN variant. Water-tight Covered Bogie Wagon with Cartridge
tapered Roller Bearings, Cast Steel Bogie, Air brakes. Two Doors on each side.
Used for Foodstuffs, Cement, etc. Rated for 80 Kmph. A very common Wagon on
Indian Railways.
BCNA-HS: Modified BCN-A wagons with CASNUB HS High-speed Bogies

raising the maximum speed to 100 Kmph.
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BCCN: BCN variants for carrying bulk Cement. Loading is through Ports at the
top; unloading via Chutes at the bottom.
Note: A few Wagons also marked BCCN are Double-decker Wagons intended
for carrying Automobiles; these have a low platform with 840 mm wheel Diameter
and are fitted with Air Brakes. They were built in 1997 by the Golden Rock
Workshops based on designs from RDSO, and were intended to carry Maruti-
brand Automobiles. These come in two varieties, ‘A’, and ‘B’, classified BCCNA
and BCCNB. More recently another variation, BCCNR, has been built. These
are single-deck covered Wagons with 10 T capacity and 28.5 T Tare Weight, and
limited to 65 Kmph. These Wagons were designed to capture more Automobile
traffic.
BCX: Water-tight Covered High-sided Bogie Wagon with CASNUB Cast Steel
Bogies. Cartridge taper Bearings on newer ones. Snubbers and Nested Coil
Springs under Bolster, Elastomeric Pads, with Secondary Suspension System.
Used for Food-grains, Cement, etc. (BCXT, BCXR, BCXC are variants with
Transition, Screw, and CBC couplers respectively).
BOY: Low-sided Bogie Open Wagon, CBC Couplers. Used for Iron ore etc.
BOBS: Open Hopper Car with Bottom / Side discharge (used for Ballast and
Ores) Similar to the BOBR / BOBRN Wagons, except that the discharge is to
the side (clear of the tracks). Underside Doors on the Wagons are operated
pneumatically, and can be controlled by a Lineside triggering mechanism.
BOBYN: Open Hopper car with Side-bottom discharge, for carrying Stone, Track
Ballast, etc. These are Air-braked. These Wagons have the usual CASNUB
Bogies and newer ones are provided with CBC Couplers, although there are still
many with Transition Couplers.
BOBC: Open Hopper Car with Bottom / Centre discharge.
BOBX: Open Hopper Car with Bottom / Side and Bottom / Centre discharge.
BOBR: Open Hopper Car with Rapid (pneumatic) Bottom discharge doors. Same
as BOBRN except that they have Vacuum brakes and are rated for lower speeds
- 80 Kmph.
BOBRN: Open Hopper Car with Rapid (pneumatic) Bottom discharge doors,
High-tensile Coupler with High-capacity Draft gear. CASNUB Cast steel Bogies.
Air brakes & Parking brakes. Rated at 100 Kmph. Power Plant version without Air
brakes is rated at a lower speed.
BOBRN and BOBR are most often used for carrying Coal to Thermal Power
Plants, and also for Ore, Stone, Track Ballast, etc. Each Wagon holds some 55
to 60 T of Coal loaded from the top and unloaded from the bottom by means of
the pneumatically operated doors. The contents of the Wagon can be discharged
completely in about 15 seconds.
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The door-opening mechanism can be triggered by line-side devices running
on a 24 V or 32 V DC source. As the Wagons in a Rake pass by the triggering
devices, their doors open and their contents are unloaded into the pits below the
tracks.
Some BOBRN Wagons have been made of Aluminium (BOBR-AL). In these, the
under-frame is made of Steel while the rest of the Body is made of Aluminium.
The maximum Axle load is the same as that of the regular BOBRN, but the Tare
weight is reduced by 3.2 T.
BOST: An Open Bogie Wagon, for carrying finished Steel Products, but also
used for Coal, Stone, etc. BOST-HS is the High-speed version. This has the
usual CASNUB 22 NLB Bogies (High-speed version fitted with CASNUB HS
Bogies), and non-Transition CBC Couplers. Air-braked.
BFK: Early version Container Flat Car.
BFKX: Container Flat Car for domestic 5 Ton Containers. Improved BFK with
CASNUB Bogies.
BFKI: Container Flat Car for ISO Containers, with Retractable Anchor Locks.
Originally fitted with Vacuum brakes. CONCOR later retrofitted them with Air-
brakes and put them to use on its domestic Container traffic Routes.
BFKN: Converted BFKI Flat Cars with Air brakes and CASNUB Bogies. Speed
Potential: 100 Kmph.
BFNS: Special Flat Wagons for transport of Steel (Coils, Sheets, etc.) and also
used for transporting Rails. Air-braked. CASNUB Bogies. Maximum speed 100
Kmph.
BFR: Bogie Flat Rail-carrying Wagon (64 T Load).
BFU: For transporting Motor Vehicles.
BLAN / BLBN: Bogie Low-platform Container Flats, in mating pairs ‘A’ and ‘B’.
These have largely been superseded by the newer designs used by CONCOR
(BLCA / BLCB).
BOM: Bogie Open Military Wagon.
BRH: Bogie Rail-carrying Flat Car with Roller Bearings. This has end-plates that
can be removed.
BRHT: Bogie Rail Wagon, Heavy Load (80 T), with UIC Bogies and Transition
Coupler.
BRN: Improvement on BRH, Air-braked Wagon with CASNUB Bogies, for Rails
and Steel Products. These were originally built with 58 T capacities, but a few of
these were downgraded to 48 T capacity.
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BRNA: Variant of BRN. BRNA-HS is the high-speed version of these.
BRST: Bogie Rail-carrying Wagon, with Transition Coupler.
BTO: Bogie Tanker Wagon for Heavy oil, Furnace oil, etc.
BTORX: Bogie Tanker Wagon for Vegetable oil, and its MG variant.
BTP, BTPN: The most common Bogie Tanker Wagon. Used primarily for Liquid
Petroleum Products (Petrol, Naphtha, Kerosene, Diesel, Furnace oil, etc.), and
also for Molasses, Vegetable oil, etc. BTPN variants are Air-braked. Inside
diameter: 2.85m. CASNUB 22 NLB Bogies, CBC Non-transition Couplers. The
Payload to Tare Ratio for this Tanker is 2.0. An enhanced version, the BTFLN,
has been developed recently.
BTFLN: Improved frameless Bogie Tanker Wagon, successor to the BTPN.

The BTFLN wagon was developed by RITES in collaboration with Azovmash of
Ukraine. The Tankers are frameless and have no center sill. The Tractive and
Buffing forces are taken up by the Barrel body itself, so that it is subject to biaxial
stresses. The Tare weight is lower than that of the BTPN by nearly 3.5 T. The
Payload to Tare Ratio rises to 2.4 with this Tanker.
BTCS: Bogie Tanker Car for Caustic Soda. Inside diameter: 2.3 m. CASNUB
Bogies, CBC Couplers.
BTSA: Bogie Tanker for Sulphuric Acid.
BTAP Bogie Tanker Car for Alumina Powder. Leak-proof Wagon with a special Air
fluidising System for discharging Alumina Powder from the Bottom through Pipes
like a fluid. CASNUB 22 NLB Cast steel bogies, High-tensile Coupler with High-
capacity Draft gear. Air brakes and Parking brakes. Rated for 100 Kmph.
BTAL: Bogie Tanker Car for Anhydrous Ammonia.
BTPGLN: Bogie Tanker, for Liquefied Petroleum Gas (LPG). Inside diameter: 2.4 m.
BWH: Well Wagon with 3-Axled Bogies. These are used for Loads like Heavy
Transformers, etc., up to 92 T. BWL, BWS, BWT, BWX are other Different kinds
of Well Wagons (Tall Wagons with inward sloping sides).
BWZ: Heavy-duty Well Wagon, for Loads up to 220 T, such as large

Transformers and Power Plant equipment. Tare: 146 T, Payload: 220 T (some
versions are limited to 180 T). Screw coupling. Cast steel Bogies. No continuous
Brakes on most, retrofitted on some, Parking brakes only. Speed limited to about
40 Kmph.
BVZC: Four-wheeled Brake Van for Block rakes, with CBC.
BVZI: Improved Brake Van with maximum speed of 100 Kmph, and some
improved comfort features compared to the BVZC. It uses friction Snubbers
instead of Hydraulic Dashpots for damping, and has a Bogie-mounted Brake
system in place of the conventional arrangement.
216
BVG, BVGT, MBVG, NBVG: Brake van for non-Block rakes. BGVT is the same
with a Transition coupler. MBVG is the MG version and NBVG is the NG version.
4-wheeled.
VVN: Milk Tanker. These are special Tankers for carrying milk at 40 C. The Milk
is carried in an inner barrel of Stainless steel, surrounded by an outer barrel with
insulation between the two. Pasteurized and Chilled Milk remains cool enough
with such an insulated design so that it does not spoil on fairly long journeys.
There is no need for Refrigeration equipment. These Tankers are attached to
Express Trains and are treated on par with Passenger Stock, and rated for higher
speeds (110 Kmph) than most Freight Stock. They have Flexi-coil Bogies.
BLC/BLCA/BLCB: BLC Wagons are CONCOR’s new Container Flats. These

are also known as ‘CCF’, Coaching Container Flats (Low platform Container Flat
Wagons). These have single-pipe Air-brake system, and reduced wheel diameter
(for the low beds). The low platform allows them to carry high-cube or Tallboy
Containers on Routes where clearances would otherwise make this impossible.
These are mostly used for International Container traffic from Mumbai. The
Wagons are in two types. An ‘A’ type (BLCA, also BLC-A) has a normal CBC
Coupler at one end and a Slack-less Drawbar at the other end. The ‘B’ type
Wagon (BLCB, also BLC-B) has only the Slack-less Drawbar Couplers at either
end. Usually 3 or sometimes 5
BLCB wagons are coupled together, with a BLCA wagon at either end, forming
a semi-permanently coupled formation of 5 or 7 Wagons. The ‘A’ cars can carry 9
Automobiles each, and the ‘B’ cars can carry 10 automobiles each, for a total of
48 for a 5-Car Formation.
Being longer than most other Wagons, a Rake can only have about 45 of these
BLC Flats. New versions have Automatic Load-sensing devices to provide
optimum Braking Power with different Loads. Maximum speed 100 Kmph.
TCT: BG Long Covered Wagon, for Defense use. Screw Couplers and Side
Buffers, Fabricated 4-Axle Bogie, Manual brakes.
HTC: BG Long Covered Wagon, for Defense use. Screw Couplers and Side
Buffers, CASNUB 22NLB Bogie, Air brakes. Has a ‘Hood Transfer Mechanism’.
MBC, MBCX: MG Bogie Box Wagon, 34 Ton capacity, 13.4 Ton Tare. MBOC,
MBOCX: MG Bogie Open Wagon (for Coal, etc.), 35 Ton capacity. MBFU: MG
Bogie Well Wagon.
MBTPZ: MG Bogie Petroleum Products Wagon.
MBTW: MG Bogie Water Wagon.
NOL: NG Open Wagon.
NCL: NG Covered Wagon.
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NMG: These are not Narrow Gauge Wagons. These are usually single- decker
Automobile carriers constructed out of old ICF and BEML Passenger Stock. The
design is not entirely uniform but generally all the windows and doors are welded
shut, and a new end door created to allow Vehicles to be driven into the Wagon.
Some NMG Wagons are made from old Double- decker Passenger Stock. A few
NMG units are converted Wagons from old BCCN (Cement Wagons). The Class
code ‘NMG’ stands for ‘New Modified Goods’.
DNMG: Heavy-duty Flat Car for Military Transport use.
4-Wheeled non-Bogie Wagons: These are some 4-Wheeled older Wagons,

which have almost been phased out. IR have decided to use only 8- Wheeled
Stock.
T: Tanker (additional letters used to indicate Material carried).
BT: Ballast-carrying Hopper Wagon with Bottom discharge.
C: Covered rigid 4-Wheeled Wagon with Ribbed Body and Hook Coupling.
BC: Early Bogie version of the ‘C’ covered Wagon, and its MG variant.
CR: Covered 4-Wheeler Wagon (Rigid body, non-Bogie).
CRT, CRC: These are CR variants fitted with Transition and CBC Couplers.
CA: Variant of C, covered 4-Wheeler Ventilated Wagon (for Livestock).
K: Open low-sided Wagon (Coal / General) (additional letters used to indicate

Material carried, C: Construction Material, E: Elephant, L: Low-sided, F: Low-
sided – Falling, M: Military Use).
BKM, DBKM: Bogie versions of the KM Military Flat / Low-sided Wagons.
BKC: Bogie version of KC.
BKH: Bogie Open Hopper Wagon with side and centre discharge (for Ballast
Transport).
O: Open 4-Wheeled Wagon.
OM, MOM: Open Military Wagon. MOM is the MG version.

Questions.
(c) Check your Answers with the one given at the end of this Unit. What
do the following Codes signify, when referred to IR’s Freight Stock:
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1. B.
2. N.
3. H.
4. A.
5. BCCN.
6. BTPN.
7. BLCA & BLCB.
8. BOXN-HA Wagon is designed to cater for higher Axle Loads. ( )
9. Carrying Capacity of BOXN-HS Wagon is more than that of BOXN- HA
Wagon. ( )
10. BCN-A is a Bogie Covered 8-Wheeler Wagon and has Air Brakes. ( )
11. BCCNA & BCCNB are Double Decker Wagons. ( )
12. BOBRN is an Open Hopper Car with Vacuum Brakes and Rapid Bottom
Discharge. ( )
13. BFR is a Flat Car. ( )
14. BTPN is used for carrying liquid Petroleum Products. ( )
9.8 COUPLERS IN IR ROLLING STOCK

As Railway was introduced by British in India so coupling system was screw
coupling with side buffer which they had adopted and it was only coupling system
for mainline BG passenger trains till year 2000. These screw coupling was
smooth ride comfort but has some disadvantages also:-
1. In accidents coupler opens and coach climbs over another which increase
casualties.
2. Shunting staff was at higher risk because he had to stand between the
coaches at the time of coupling and uncoupling.
3. Relatively more coupling time required.
4. Longer inter coach distance.
5. Limited strength for haulage 24 coaches.
Solution for above problems was minimized with introduction of 24 imported

Alstom LHB coaches with CBC in the year 2000 under TOT with Germany.
These couplers were equipped with Ringfeder draft gear with energy storage
capacity of 20kJ. After the introduction of these coaches in commercial services,
problem of train pasting due to vertical slippage with AAR E type couplers fitted
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on locomotives, opening of couplers due to defective design of anti-creep and
looking mechanism, rapid wear of the coupler shank hole with pin appeared
because of defective design of CBC.
Overcoming these problems with CBC we get solution as AAR ‘H’ type lock CBC
with Balanced Draft Gear. Now, AAR ‘H’ type lock CBC with balanced draft gear
are fitted. It is bigger headed horn profile casualties in accidents. Automatic
couples tow and coach and coach to coach. Equipped with anti-creep which
prevent unlocking running. High tensile strength increases haulage capacity.
IR Passenger Stock is mostly built with Side Buffers and Screw Couplers that
have to be manually connected. The Side Buffers have single helical spring
elements. The notable exceptions are the new Alstom LHB design Coaches that
have CBC (Centre-Buffer-Couplers).
All new Freight Stock and Container Rake Wagons for CONCOR, have CBC
Couplers, with high-capacity draft gear. But there are still some older Freight
Cars which have Hook Couplers with side Buffers, as well as many with Screw
Couplers.
There is also a ‘Transition’ Coupler, which has a CBC mechanism for coupling
to other CBC Couplers, but which also has a central Screw coupling provision
which allows it to be coupled to Wagons which do not have CBC. There are two
side Buffers provided as well. These were useful when CBC Couplers were just
being introduced and there was a lot of Freight Stock that had Screw Couplers,
but it has now gradually lost its importance as more and more of the Freight
Stock is fitted with CBC Couplers. These days only Locos and Brake Vans have
Transition Couplers.
The ‘Jones Coupler’, also known as the ‘Chopper Coupler’, is used on some
MG and NG Stock. This uses a Hook (the Chopper) which fits into a Yoke
on the Coupler of the next Car. A Bar behind the Yoke controls the tension in
the Coupler. MG Wagons and Coaches have Chopper at one end and a non-
Chopper Coupler at the other end, hence a rake of MG Wagons has to have
them all oriented in the same way.
MG Locos have the Choppers at both ends. When coupling a Loco to a Wagon,
the Loco’s Chopper is used if coupling to the non-Chopper end of the Wagon, but
the Wagon’s Chopper is used if coupling to the Chopper end.
‘Jones Couplers’ were developed in India and later spread to several East African
and South East Asian Railways. Some NG lines still use a basic ‘Chopper’
coupling, which has a square or circular face with a Slot coming down about half-
way from the top.
EMUs use ‘Scharfberg’ Couplers, which are a Centre-buffer type which

automatically connect the Electricity and Air links as well. The Coupler face is
rectangular and has semicircular ends. A large pin projects from the end of the
Coupler, which mates with a corresponding hole in the Coupler of the other car.
220
DMUs also use these Couplers with regular Twin brake pipes, although in some
cases, they are modified to have different Brake Hoses than the integrated ones
that are part of the Couplers. In IR parlance, these

Note:
Questions.
1. Enumerate the different kinds of Couplers used on IR’s Rolling Stock.

i) Transition Couplers can be used to couple both ‘CBC’ and ‘Screw’ Coupler
equipped Wagons. ( )
ii) ‘Chopper’ Couplers are used on MG & NG Stock. ( )
iii) New Alstom LHB design Coaches have ‘Screw’ Couplers. ( )
iv) EMUs & DMUs use ‘Shaku’ Couplers. ( )
9.9 BRAKING SYSTEMS IN

IR COACHES & WAGONS
There are two kinds of Braking Systems - Vacuum Brake and Air Brake,
available on Rolling Stock of Indian Railways. In older Stock of both Passenger
Coaches and Freight Wagons, the continuous Braking System consists of
Vacuum Brakes. Newer Stock is, almost all, Air-braked. For parking puposes,
Hand Brake is used. In this system, human effort is used as parking brake
through mechanical linkage.
In Vacuum-braked System, the Vacuum is the working medium and controls the
Application and Release of the Brakes on a Coach or Wagon. This System has
an advantage of being extremely simple in operation and has a few components
and easier to maintain. However, the disadvantages are its longer Braking
Distance, Early Brake Fade and Slow Release at the time of Vacuum Recreation.
221
In Air-brake System, the working medium is Compressed Air. This system
is highly Reliable. In addition, the Braking Distance, in Air-brake System, is
considerably reduced.In this system, pressure differential is maintained between
compressed air.
Continuous Brakes were tried out by the various Railway Companies in the late
19th Century. Vacuum brakes were chosen for the simplicity of Design and lower
Cost. Early examples of the use of Air brakes on IR include the Metro Cammell
EMU Stock delivered between 1951 and 1953 and similar Stock later delivered
by other Manufacturers, which featured the Twin Pipe Air brake System and
Electro-pneumatic application. The 1924 and 1928 EMUs were Vacuum-braked.
All BG EMU Rakes have now Electro-pneumatic Brakes, which are essentially Air
brakes, but where the application is controlled electrically at each Brake unit.
Air brakes did not come into wide use until the late 1970s and the early 1980s.
Perhaps the most notable ‘Convert’ of the time was the Mumbai Rajdhani which
switched to Air-brake in 1984, hauled by twin WDM-2 Locos. The Howrah
Rajdhani also switched to Air-brake around 1986. Many Express Trains were
Vacuum-braked until late 1990s.
Air-braked Rakes are now a Standard. The Air brakes are mostly of the Twin pipe
System, with a feed pipe and a brake pipe. The twin pipe System fixes a problem
with the single-pipe System where the air in the Auxiliary Reservoir can be used
up faster than the brake pipe can charge it.
Dual-braked Stock is now rare. This Stock can, however, be attached to either
Air-braked or Vacuum-braked Rakes.
Axle mounted disc brake system with WSP:- which is used in LHB coaching
stock.
AIR Brake- Axle Mounted Disc Brake system with WSP(Wheel Slide Protection).
WSP is controlled through a microprocessor. Four speed pick up devices (one for
each axle) provided are called frequency generators.These frequency generator
send electric pulses to microprocessor controller. Controller sends signal to DV
for regulation of brake pressure. It adjusts the braking force by reducing brake
cylinder pressure so as to prevent wheels from locking, thus preventing wheel-
skid.Provision for Electro-pneumatic brakes have also been made If locomotive
has electro-pneumatic brakes, braking/release in the train would be very quick as
the signals travel very fast (instantaneously). If not, the train brakes would apply
sensing the application/release from the drop/build-up of pneumatic pressure.
Electrical signals reduce the braking distance significantly.
Advantages-
1. Suitable for higher speeds.

2. Centralized brake control of a coach.
3. Visual indication of braking/unbracing in a coach.
4. Efficient braking
222
5. Less wheel wear due to braking.
6. .Protection of wheel against slide in braking situation.
7. Weight saving.
8. Less corrosion.
9.9.1 Advantages of Air-brake System over

Vacuum-brake System
(i) The Braking Distance in Twin-pipe graduated Air-brake System is
870 to 1000 m at a speed of 75 Kmph as compared to 1780 m in case
of Vacuum-brake System. Air-braked Trains can, thus, be safely braked
in a shorter distance, leading to better Track utilisation. Safety is also
increased with the Power and Precision of Air Brakes.
(ii) Changing Locomotives is a matter of minutes in Air-braked Rakes. The
Angle Cocks are closed, the locomotive is detached, and the new one
attached and the Cocks are opened once again. Earlier, disconnection of
the Vacuum Hose meant that all the Brake Pistons under the Coaches /
Wagons went into Emergency mode and had to be manually released, by
pulling a wire loop under the Coach / Wagon. The process of releasing
the Brakes easily takes around 15 minutes for Vacuum-braked Stock.
Air brakes, however, do require more precise maintenance and care. A
fast Release of Brakes throughout the Train length enables Trains having
come to stop, to restart quickly.
(iii) Air-braked system has an inexhaustible System in the Twin- pipe
graduated Release Air-brakes irrespective of the length of the Train,
whereas there is deterioration on Brake Power in Vacuum Brake System,
when the Train length goes beyond 600 m.
(iv) There is no deterioration of Brake Power on extended runs due to
leakage etc., in the Air-brake System as compared to fading of Brake
Power to the tune of 10% in the first 400 Kms. of run in the Vacuum-brake
System.
(v) Fast propagation of Air along the entire Train length ensures
TWIN PIPE AIR BRAKE SYSTEM FOR FREIGHT STOCK
Generally, single pipe air brake system was adopted by Railways for Freight
Trains before 2017. But now, Railway Board has decided that twin pipe Brake
system be adopted on Indian Railways for all type of Air Brake freight stock, as
part of the measures to increase the average speeds of freight trains.
As per the Policy:-
All new stock will, henceforth, be manufactured with twin pipe air brake system.
Conversion of existing freight stock, including Container wagons, to twin pipe is
to be carried out.
223
9.10 BRAKE POWER CERTIFICATE (BPC)
BPC is an important Document in regard to Safety in Train Operations. No Train
can be dispatched from an Originating Station - whether Passenger / Mail /
Express or Goods, until Brake Power Certificate (BPC), in a Format designed for
the purpose, is issued by the Competent Carriage and Wagon (C&W) Staff, to the
Driver & Guard of the Train. Different Formats have been designed for Vacuum
Brake & Air Brake Stocks. Following points are important in regard to issue of BPC:
(i) All Trains are to be examined by C & W Staff to ensure no rejectable

defect.
(ii) C&W Staff have to check the Level of Air / Vacuum on Engine and Brake
Van, % of Operative Cylinders in the Braking System and record the
same on BPC. Signatures of Driver and the Guard are taken on the
counter-foil of BPC, which is kept by the C&W Staff.
(iii) Trains attended on Pit Line should have 100% BP (Brake Power).
Trains attended on Platform or on Secondary Examination should have
a minimum of 90% BP. Originating Effective Brake Power for Vacuum-
braked Trains is 85% or higher. Minimum Originating Brake Power for
Air-braked Trains is 85% or higher. Minimum Originating Brake Power for
Air-braked Stock, running in Close circuit, is 100%.
(iv) In case of Locomotive Change, the Level of Air / Vacuum on Locomotive
and Brake Van is to be endorsed on BPC by the C&W Staff.
VALIDITY OF BRAKE POWER CERTIFICATE FOR CLOSE CIRCUIT AIR

BRAKE RAKES.
OO BPC of air brake stock running in close circuit shall remain valid for 4500
kms. (6000 kms for CC rakes of ‘A’ Category CC bases). In case it is seen
that the record of the distance covered by the rake is discontinuous or not
mentioned properly the BPC will deemed to be valid for only 15 days (20
days for CC rakes of ‘A’ Category CC bases) from the date of issue. It is
the responsibility of the crew to check that entries regarding distance are
clearly and continuously recorded.
OO The air braked close circuit rakes shall be offered for periodical
maintenance examination (PME) in empty condition at the CC base depot
who formed the CC rakes originally.
OO Rake integrity, as listed in the BPC should be maintained. However, upto
4 wagons (equivalent to 10 FWUs) may be replaced by good examined
wagons in the entire run between two PMEs.
OO In case of clearance of stabled loads instructions contained in Board’s
letter no. 2000/Safety(A&R)/19/35 dt. 31.07.2001 should be followed.
224
OO Marking of ROH/POH. ROH&POH wagons from CC rakes will be marked
and detached at base depots only.
STANDARDISATION OF BRAKE POWER CERTIFICATE.
Since the existing BPC format was having certain discrepancies, the same has
been modified and Zonal railways must ensure that, in future, BPCs for CC rakes
and railways must ensure that, in future, BPCs for CC rakes and end-to-end
rakes are issued as per the modified format only.
Zonal railways may issue detailed joint instructions for C&W examination of
freight trains on the above guidelines. This exercise should be done jointly by
Operating and Mechanical departments every year in line with the changes in
traffic pattern. It must be ensured that JPO issued for the railway is not violative
of any of the provisions of the JPO issued by the Board in any manner and no
train should run without proper and valid BPC.
9.11 GOODS STOCK COUNTING

Goods stock(wagons) are counted in terms of four-wheeler units. The method of
calculating the units is given below:-
(i) One-four wheeled wagon equals one unit.

(ii) One-six wheeled wagon equals one unit.
(iii) One-eight-wheeled wagon equals two units, except for certain type of
wagons given below:-
(a) BOXC,BOXR,BOXT,BOXES,BOI,BOXN,BCXT,BCXC,BCN,BCNA,
BOB,BOBR,BOBRN – 2.5 units
(b) BOBX,BOBS,BOY – 3 units
(c) Transportation code (BFU) & (BHW) - 4 units
(d) Transportation code (BWS) - 6 units
(e) One twelve wheeled wagon equals three units
(f) One twenty four wheeled wagon equals six units.
9.12 BRAKE BLOCKS

Brake blocks used to be made of Cast Iron. Later, various other materials were
brought into use, including Asbestos-based materials. More recently, RDSO
has developed new kinds of Asbestos-free composite materials for use in Brake
blocks. These are known as the ‘L’ type Brake blocks and after being introduced
for BG have also been introduced for MG Stock.
225
9.13 BRAKING SYSTEM IN LOCOMOTIVES
Locos in India, generally, now have Air brake Systems. As there is still a lot of
Freight Stock, and some Passenger Stock that is not Air-braked, many Locos do
have Dual braking capability where they can deal with both Vacuum- braked and
Air-braked Stock. For Example, the original WDM-2 Locos were Vacuum-braked.
As Air-braked Stock came into wider use, many of these Locos were retrofitted
with Air brake Systems as well, hence the WDM-2A Locos have Dual braking
capability. Later Locos in this Category, such as the WDM-2B and most of the
WDM-2C Units have only Air brakes.
Almost all new Locos have only Air brakes as the original equipment in most
cases, although, a few have been retrofitted additionally with Vacuum brakes.
9.13.1 Dynamic Braking

In ‘Dynamic Braking’, the Kinetic Energy of the Loco is used to generate
electricity which is dissipated in some manner. Resistive grids are common for
this purpose. In some Locos, Dynamic Brakes are part of the original equipment,
whereas in others they are retrofitted.
In a variant of ‘Dynamic Braking’, known as ‘Regenerative Braking’, the energy

is fed back to the Overhead wires. This was done by the DC locos, WCM series.
Feeding energy back to the Overhead wires is more complex with AC Power, but
the latest WAP and WAG series Locos do have provision for this.

Questions.
1. Enumerate, in brief, the advantages of Air-braked System over the
Vacuum-braked.
226
2. What is ‘Dynamic braking?

a) Braking Distance in Vacuum-brake System is lesser than that in Air-brake
System. ( )
b) Most of the IR’s Stock is now Air-braked. ( )
c) Originating effective Brake Power for Vacuum-braked Rake has to be
85% or higher. ( )
9.14 PRINCIPLES OF MAINTENANCE

OF WAGONS
The Codal Life of Wagons is 35 years except for Tank Wagons which is 45 years.
In order to keep the Wagons in good running condition all through the Life-span,
these have to be subjected to Periodic Maintenance to avoid their Break down
on run. There are broadly two locations where Maintenance is carried out -
Running Maintenance in Depots of ‘Open line’ and Periodic Overhaul (POH) in
Workshops.
9.14.1 Open Line Maintenance

The main activity under Maintenance is Inspection of Trains at the time of its
arrival in Yards. The wagon Defects noted are attended to in Sick Lines, which
are adjoining to Yards. Train Formation is examined in Yards / Marshalling
yards and certified ‘Fit’ for onward journey. Normally Trains are given ‘Fit’ at the
Train Originating Station for end-to-end running but are examined at important
nominated Stations / Yards for any defects. This examination is called ‘Rolling-
in Examination’. These Inspections generally reveal defective under-gear
Components such as Broken / Loose & Dangling under-gear Parts, Defective
Wheel, Spring, Brake & Roller Bearing and Abnormal Behaviour of any Vehicle
etc. Some of the defects can be attended to on the Train Formation itself and for
others, Wagons have to be detached and brought to ‘Sick Lines’.
227
9.14.2 ROH Depots
In order to increase the Reliability and Improve the Safety Standards, the Roller
Bearing Wagons are given Routine Overhaul (ROH) in nominated Air- brake
Depots, after a period of 18 to 24 Months, depending upon the type of Wagon.
UIC Bogie Wagons are generally sent for ROH after 18 Months and those
with modified design (CASNUB Bogies & Coiled Springs), providing for higher
reliability after 24 Months. During this Schedule, the Wheels are examined,
tested ultrasonically and are re-profiled to the Standard size. Roller Bearings
are checked and Grease is topped up. Couplers, Bogies, Springs and Air-brake
System are attended to and overhauled.
9.14.3 POH Depot

Periodicity for POH of Air-braked Stock varies from 4 ½ to 6 years. Wagons
fitted with UIC type of Bogies are subjected to a POH Cycle of 4 ½ years.
During the POH, Wagon is completely stripped and repairs of all under-gear
Components and Body are carried out. Due to wear & tear and with the type of
Commodity loaded for movement, the Wagon Body gets corroded and requires
proper attention by way of replacement of Floor of the Wagon, Patches on both
Sides and Ends. The main Members such as Sole Bar and Head Stock also get
affected on account of Corrosion. These are attended to. The Wagon after POH
should be almost as good as a New Wagon.

(a) Please do not proceed until you have answered the following
Questions.
1. What is Rolling-in Examination?
228
2. Enumerate the activities undertaken during POH of a Wagon.

a) Periodicity for POH of Air-braked stock is —————.
b) Wagons are given ROH after a period of —————.
c) Codal Life of Wagons on Indian Railways is —————.
9.15 LET US SUM UP

Fleet of Wagons determines the Freight carrying capacity of a Railway System.
Indian Railways’ Fleet of Wagons includes multiple types of Wagons, ranging
from Open, Covered and Tank types. In each of the Major Types of Wagons,
there are Multiple Sub-types available to carry specific kinds of Freight Goods.
The Wagons are manufactured by Wagon Builders both in Private as well as in

Public Sector. The total installed capacity is over 35,000 Wagons (in terms of
4-Wheeler Units). Smaller numbers of Wagons are also being manufactured in
Railway Workshops.
The Wagon manufacturing is undertaken by Builders basically as a Fabrication

Contract. Railways arrange to supply Steel, Wheel sets, Roller Bearings, Air-
brakes and Centre Buffer Couplers etc. as free Supply Components and Wagon
Builders build the Wagons using these Materials.
Over the Years, the Wagon Design has undergone many changes resulting in
development of better Wagon by way of its Carrying Capacity, Reliability and
Availability. All new Wagons whether of Open, Covered, Flat, Hopper, or Tank type
are with Air-brakes and CASNUB Bogies and are fitted with tapered Roller Bearings.
Most Wagons are made of Steel, except for a few special purpose Wagons,
which have been made with Stainless steel or special Steel Alloys to reduce
corrosion. With the rising price of Steel, Indian Railways have started production
of Aluminium-body Wagons, wherein the Tare weight gets reduced by about 4.2
T and there is corresponding increase in Pay-load. Aluminium Wagons besides
being of a lower cost and having a lower Tare weight, also have the advantage of
suffering less corrosion in many circumstances.
229
There have been different kinds of Couplers used on IR to couple Coaches /
Wagons. Older stock was built with Screw Couplers that have to be manually
connected. The new Stock are now equipped with tight-lock Centre-Buffer-
Couplers (CBC). CBC Couplers overcome some of the limitations of the Screw
couplers of limited draft load & energy absorption capacity, and lack of anti-
climbing feature, etc. ‘Transition’ Couplers were used during the change over
phase to couple CBC mechanism to other CBC Couplers as also to Stock having
Screw Couplers.
EMUs use ‘Scharfberg’ Couplers, which are a Centre-buffer type which

automatically connect the Electricity and Air links as well. DMUs also use these
Couplers with regular Twin brake pipes, although in some cases, they are
modified to have different Brake Hoses than the integrated ones that are part of
the Couplers. In IR parlance, these Couplers are called ‘Shaku’ Couplers.
There are two kinds of Braking Systems - Vacuum Brake and Air Brake, available
on Rolling Stock of Indian Railways. In older Stock of both Passenger Coaches
and Freight Wagons, the continuous Braking System consists of Vacuum Brakes.
Newer Stock is, almost all, Air-braked.
In Vacuum-braked System, the Vacuum is the working medium and controls the
Application and Release of the Brakes on a Coach or Wagon. This System has
the advantage of being extremely simple in operation and has a few components
and easier to maintain. However, the disadvantages are its longer Braking
Distance, Early Brake Fade and Slow Release at the time of Vacuum Recreation.
In Air-brake System, the working medium is Compressed Air. This system

is highly Reliable. In addition, the Braking Distance, in Air-brake System, is
considerably reduced.
Locos in India, generally, now have Air Brake Systems. As there is still a lot of
Freight Stock, and some Passenger Stock that is not Air-braked, many Locos do
have Dual braking capability where they can deal with both Vacuum- braked and
Air-braked Stock.
The Codal Life of Wagons is 35 years except for Tank Wagons which is 45 years.
In order to keep the Wagons in good running condition all through the Life-span,
these have to be subjected to Periodic Maintenance to avoid their Break down
on run. There are broadly two locations where Maintenance is carried out -
Running Maintenance in Depots of ‘Open line’ and Periodic Overhaul (POH) in
Workshops.
The main activity under ‘Open Line’ Maintenance is Inspection of Trains at the
time of its arrival in Yards. The wagon Defects noted are attended to in Sick
Lines, which are adjoining to Yards. Train Formation is examined in Yards /
Marshalling yards and certified ‘Fit’ for onward journey. Normally Trains are given
‘Fit’ at the Train Originating Station for end-to-end running but are examined at
important nominated Stations / Yards for any defects. This examination is called
230
‘Rolling-in Examination’. These Inspections generally reveal defective under-gear
Components such as Broken / Loose & Dangling under-gear Parts, Defective
Wheel, Spring, Brake & Roller Bearing and Abnormal Behaviour of any Vehicle
etc. Some of the defects can be attended to on the Train Formation itself and for
others, Wagons have to be detached and brought to ‘Sick Lines’.
In addition to Routine ‘Open Line’ Maintenance, Wagons are given Routine

Overhaul (ROH) in nominated Depots, after a period of 18 to 24 Months,
depending upon the type of Wagon and Periodic Overhaul in POH Depots every
4 ½ to 6 years.
During the ROH, the Wheels are examined, tested ultrasonically and are
re- profiled to the Standard size. Roller Bearings are checked and Grease is
topped up. Couplers, Bogies, Springs and Air-brake System are attended to and
overhauled.
During the POH, Wagon is completely stripped and repairs of all under-gear
Components and Body are carried out. Due to wear & tear and with the type of
Commodity loaded for movement, the Wagon Body gets corroded and requires
proper attention by way of replacement of Floor of the Wagon, Patches on both
Sides and Ends. This is done in POH. The main Members such as Sole Bar and
Head Stock also get affected on account of Corrosion. These are attended to.
The Wagon after POH should be almost as good as a New Wagon.

CYP 1:
1. Types of Wagons:
(A) From the view point of Design:
(a) Bogie Stock of UIC Design.
(b) Bogie stock of CASNUB Design, equipped with Air- brakes, and its
subsequent improvements.
(c) 4-Wheelers of 1950s, which are getting phased out.
(B) From the view point of Shape:
(a) Open – Low / medium / high sided, Flat, Hopper, Side / Bottom /
Centre discharge.
(b) Covered – General / Water tight, Tank (for Petroleum products, water
& Milk etc.).
In each of the above major types, there are multiple sub-types
available to carry specific kinds of Goods.
231
(a) 6.34 times. (b) 9.01 times. (c) 254.09 times.
3. True / False:
a) True.
b) True.
c) False.
CYP 2 :
1. B: Bogie Wagon (Used as prefix).

2. N: Air-braked.
3. H: High-sided.
4. A: Acid.
5. BCCN: BCN Variant Bogie Covered 8-Wheeler Wagon, for carrying
Cement.
6. BTPN: Bogie Tanker Wagon, Air-braked, used for liquid Petroleum
Products.
7. BLCA & BLCB: Container Flat Wagons. ‘A’ type has a normal CBC
Coupler at one end and a Slack-less Drawbar at the other end. The ‘B’
type has only Slack-less Drawbar Couplers at either end.
True / False:
8. True. 9. False. 10. True. 11. True. 12. False. 13. True. 14. True.
CYP 3 :
1. Couplers used on IR’s Rolling Stock:

(i) Screw Coupler.
(ii) Centre Buffer Coupler (CBC).
(iii) Transition Coupler.
(iv) Chopper Coupler.
(v) Shaku Coupler.
2. True / False:
i) True.
ii) True.
iii) False.
iv) True.
232
CYP 4 :
1. Advantages of Air-braked System over the Vacuum-braked:

(i) Air-braked Trains can be safely braked in a shorter distance.
(ii) Release of Brakes throughout the Train length is much faster,
enabling quick start after having come to stop.
(iii) There is no deterioration of Brake Power on extended runs due to
leakage etc. in the Air-brake System as compared to fading of Brake
Power in the Vacuum-braked System.
(iv) Fast propagation of Air along the entire Train length ensures uniform
application of brakes.
2. In ‘Dynamic Braking’, the Kinetic Energy of the Loco is used to generate
Electricity which is dissipated either in Resistive Grids or fed back to
Overhead wires, the latter variant called as ‘Regenerative Braking’.
3. True / False:
a) False. b) True. c) True.

CYP 5 :
1. Rolling-in Examination:
Rolling-in Examination of a Rake is done at important nominated Stations
/ Yards for detecting defective under-gear components such as Broken
/ Loose & Dangling under-gear parts, defective Wheel, Spring, Brake &
Roller Bearing and Abnormal behaviour of any Vehicle etc.
2. Activities undertaken during POH of a Wagon:
(i) Wagon is completely stripped and repairs of all under-gear
components and Body are carried out.
(ii) Corroded portions of the Wagon are cut and replaced. Wagon after
POH becomes as good as a New Wagon.
a) 4 ½ to 6 Years. b) 18 to 24 Months. c) 35 years.

UNIT END QUESTIONS
Q. 1 How are the different kinds of Freight Wagons classified?

Q. 2 What kinds of Brake Systems do IR Coaches and Freight Cars have?
Which one has been standardised by IR and Why?
Q. 3 What kinds of Brakes do IR’s Locomotives have? What do you
understand by ‘Regenerative Braking’?
233
Q. 4 List out the various kinds of Maintenance Activities carried out on Freight
Stock, to keep it in good running condition.
Q. 5 Distinguish clearly between ROH & POH, when referred to Wagons. Q.
6 Name the special Wagons used by Container Corporation of India
(CONCOR).
following:
(i) Alluminium Body Wagons.
(ii) Rolling-in Examination of Freight Rakes.
(iii) BOXN & BCN Wagons.
(iv) Brake Power Certificate (BPC).
(v) Brake Blocks.
234

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u

Shri Purushottom Guha

Smt. Amrit K. Brar

Shri H.L. Suthar

Shri A.C. Bakshi

Printed at : Allied Traders, 455, Patparganj Industrial Estate, Delhi-92

Unit 1 : Historical Developments - I

MODULE - 2 : Rail Operations Management

MODULE - 3 : Marketing & Commercial Policy

Unit 1 : Commercial Organisation

MODULE - 4 : Logistics & Supply Chain Management

Unit 1 : Basic Concepts of Supply Chain Management

MODULE - 5 : Costing & Pricing of Rail Transport Services

Unit 1 : Theory, Traffic Costing in Indian Railway System and

MODULE - 6 : Human Resource Management in Indian Railways

Unit 1 : Management - Concepts and Evolution

MODULE - 7 : Legal & Technical Aspects of Railway Functioning

MODULE - 8 : Planning, Financial Management & Investment Policies

Unit 1 : Finances on Indian Railways

(i) Define the important Technical Terms used in Railway Signalling.

Signalling is a form of communication between two parties who cannot

In Railway Operation, such communication becomes necessary between the

The objectives of signalling are as follows:

– To regulate the movement of trains so that they run safely at maximum

1.2 DEFINITIONS OF TERMS USED

Stations where an ‘Authority to Proceed’ is needed to be granted to a Train are

Non-Block or Flag Stations are those where traffic (Passenger or Goods) is

Important points to be noted in the definition are:

On Indian Railways, mostly Absolute Block System of working is in use. Under

Suburban sections have Automatic Block System of working wherein conditions

Trains are to be adequately spaced apart to prevent collision between trains

Means an Engine with or without vehicle attached or any self-propelled vehicle

FACING AND TRAILING POINTS:

FOULING MARK: means the marks at which the infringement of fixed

LEVEL CROSSING GATE:

Means an arrangement of Signals, Points and other Appliances, operated from a

Electrical Locking or Electronic Locking or any combination of these Lockings

Means the movement of a vehicle or vehicles with or without an Engine or of

Means an Electrical / Electronic Circuit provided to Detect the presence of a

are also used to detect the presence of a Vehicle on a portion of track. It is a

means a special instruction, which is subservient to the General Rule to which it

Check Your Progress 1 : Note:

3. Block Section & Station Section.

5. Absolute Block System & Automatic Block System.

1.3 TYPE OF SIGNALS USED

Signals used on Indian Railways are classified in following four categories:

(i) Fixed Signals.

Signals required at Stations

Classification of Minimum requirement

1.3.1 Fixed Signals

1.3.2 Semaphore Signals

Table Aspects and indications of stop signal in MAUQ signaling

Figure 7.1 :Semaphore Signals & Quadrants of their Operation

1.3.3 Colour Light Signals

1.3.4 Superiority of Colour Light Signals in

Check Your Progress 2 : Note:

3. Lower Quadrant & Upper Quadrant Signals.

1.4 ASPECTS AND INDICATIONS OF SIGNALS

STOP Signals at a Station can be further classified in to Reception Signals and

Check Your Progress 3 : Note:

2. Aspects and Indications of a Signal.

1.6.1 Semaphore Type

Figure 7.2 shows Aspects and Indications of a Semaphore Stop Signal in 2-

‘ON’ Position ‘OFF ’ Position