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RITES Manual Vol 3
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RITES Manual Vol 3
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1 should be sotistled. M, Hence. Soll pressure: Pressure P,’ “should be within the safe bearing pressure.of soll. There can be two generol cases: 1) Resultont passes beyond the middle third: 2N P, = — where N = P-V bz M Pg -V,9, z= 3a-n) - —twhere n= and nN N M = UH Therefore, “pg, - V (a-G,) - UH 253] N i) Resultant passes within the middle F16.3.5-40 89 2N 2H Qa - 32) ab ab where UH qea-n--s H N 2.5.16 Notes on Design and Execution of Foundation In Black Colton Solls: A. Design Type andsize of foundation block for masts carrying over head equipments in black cotton soll is given below. 1. Type: The foundation biock will be of pure grevily type. 2, Shape: The shape of the foundation block shall bé as per Fig. 3.5.41 and depth Is around 3.0 rn. 3. Bearing Pressure; “ 1) The bearing pressure of soll shall be taken as per test result when the soli Is dry."Foundation block designed on this bearing pressure has to be ‘adopted If en excavation the soll |s found to be dry. 7 1) But If In the subsoll water Is encountered within 3.0 m of ground level or It wetne’s of soll Is encountered during excovation. indicating water table higher than 3.0 m clopth, the foundation dosign on above bearing pressure will not hold: good. In that case the bearing pressure of the wet soll Is fo be found out and the foundation block adopted for that bearing pressuro. : 4. Design Checks The following’ are to be checked for design of foundation blocks: ') The foundation block Is safe for safe bearing pressure for the direct lood ond bending moment to which the mast Is subjected to, with all the Necessary check for stabiilty against overturning erc. 0 <—s SOTO TE Me mer eee ee Tro O-O-e eo eat ANN -N_Nn—an—n R—-O-0— nel aA n FOP OF FOBLOATION 7 108 oF our MAST dee eee AL az aren ¥1G.9-5-41 50 10 tovien | TS TRS 6mm 9 MS. ROUNDS 10 NOS WITH SUITABLE BINDERS CF 6mm p 3 NOS; iD Test for stability against uplift due to swelling pressure of wet soil normally equal to safe tearing pressure. For this purpose the welght of the earth * as per the following sketch can be assumed to act against uplift. EARTH” re sesieee note Fig 1 SECTION ow Ae" EARTH 5.42 2. 4, lid The tension In the concreje at the bottom level of embedded mast is to be chacked soasto «ej, ti ‘within the permissible tensile stress of concrete. Reinforcements When the embedded lengtt of the mast Is 1.38m & nominal reinforce ment shall be provided to take up the tension walch may develop In the concrete. The size ond shape of the foundation block for a normal mast in tangent track may be as indicated In Fig. 3.5.41, Execution at Site Period of Execution: The foundation In black cotton soll shall be done only In dry season, preferably starting from the middle of dry season and should be finished Before the monsoon sets In. Excavation should also be avoided during eccasional rains In the dry season. As it Is necessary to excavate and finish the concreting when the soll Is absolutely dry care should be exerclsed to protect the partly excavated foundation, against sudden wet spells by sultable means. Protection During excavation of foundatlon: : The foundation being 3.0 m deep the pit should be adequately pro tected"trom caving in by suitable shoring device, Placing reinforcements: No cage of reinforcement Is necessary, instead telnforcing rods as per item A 5 above may be planted in the green concrete below os per the following sketch. FIG. 3.5.43 Subsoil Watef within 3,0 meters-of ground level: ‘As mentioned In para A 3 above subsoll water encountered before teaching 3.0 m’ depth the work should be suspended at once and suitable protection of the foundation block should be done by ad equate shoring and a foundation block conforming to the actual bearing pressure of soll Is then to be aciopted, 92 yo hig necessary to take soine Ieels in odvance-of beonng prosutys ot vt High cotion soil ancl foundation charts prepared for the actual bourne) pressure found witheul delay. 3.5.17 Noles on use of Sand Core Foundation cad equipment foundations ate likely to be distur joment or abandoned. In such cases to lactitate 1 fe foundations are used. Seer TU ined on a einoval! Sometiines the overt new bank due to settl adjustment of the mast, sand cor aya In normal cose the mast Is grouted In the core hole with M 15 mix of concrete. This makes removal of mast difficult. 7 In sand core foundation. the core hole fs fled with perfectly cry sond and well packed with’Bilumen sealing at the top. For detalls of sand core foundation RDSO's Org. No. ETI/C/0012/69 may be referred. ortals and location having bending joupdation should always Te! This type of foundatlon Is not used for pi moment mote than 5000 kg.m, The top of sand core f be kept above ground level nt. 3.5.18 Typical Design - Portal with Fixed Base the calculation of bending moments and reactions generated This para decis with various loads acting on the portal. on the base of portal due to The yorlous forces ore: 1. Vertical loads : Weight of overhead equipments, drop arms, top boom. man with kits and up fights. fi DOS OL Oe Horizontal loads: Due 16 radial tension and wind acting on overhead equipment, drop crm, upright etc. Oe h there is no load coming on When the wind blows parallel to track. ‘though tights, boom and drop arms overhead equipment, considerable load acts on up! BM in bosh axes namely XX parallel to track andY-¥ perpencicularto track should be calculated sepercialy. - 7 i Step by step method of arriving at the Bending moment and vertical loads are Indicated below. CN ay step 1: Calculation of radial tension ret Deviation “ x tension 7 Radial tension = mor span oe since the pertel spans many tracks, for calculating the deviations ¢ reverence Since {he Peldered and doviallons of overhead equipment on both sides re toe Gd separately, Deviation of the, track itself due to curvature Is alven PY ‘ Et 4X versine. fs Step 2: Horizontal jJoad coming on boom due to. wind Wind acting on drop arms ‘and overhead equipment constitutes this load. The wind - tee ured fo 99 blowing in the direction in which the resultant racial tension s acting. 0 : tr aed : “93 eee : o © ( ee eR TOP © Sam Sngeen Pate” In thy ehove example wind 1s considered blowing {rom leg B to leg A. yome radial tensions are acting In a olreetion opposile to the ose’ Sao ee and, such todial ension is assurned os 720, This 10 ensure sche) design, The wind load I: calculated in the same way as expiained unte! structure | design, Vind pad eciculations for overhead equipment in kg/m has already been Setallod under suche design, Step “ertian! load acting on boom This is due 10 a) Overhacd equipment or: ¢:0p aun ent self welyhi «dio cHT b) Retuin conductor. ; ©) Feeder If any @) Acinon with kit Step 4: Moment on top of boon al eaci: drop cin locciton M'=P xt. P = total weight : 2 Welght of ovethead equipment = weight of 1/2 bracket + man with kit L = lever orm LIP a FIG.9-$:44 ® aos M \, fA -———> FIG. 3.5.45, F1G.3.5.47 090 000 jest tak og oi. a iculation of equivalent horizontal point toad on leg Step 8: CF A ay ; 3 P= Vertical load On M 2 Total horizontal toad at catencry level : = Total horizontal load at contact level 3 7 f Taking moments about “8 3) Ye bR,-PL-Mm-Nn = 0 w PL +Mim + Nn b alia Hence equivolent load at "A" on upright = R, feed a Toking moments.about “A” bR, + Nib-n) + M(b-m)= PL PL=N (ben) - M (bm) Soo hi Lad GU Equivalent oad at B = Ry = b ao step 6: Calculation of moments and reactions (MA, MD. HA, HD. VA, & VD) TAs GU b ° {\oadlig on the portal. ‘the value of moments and reactions depends on the WP The various type of lodding arer 1. Uniform toad on top of boor-due to self weight of boot Concentrated vertical toad on top of boom-due to various loads sup potted on boom directly or on drop arm. v. s< & Wind toad on the legs. Concentrated Ince! un the uptight t9 bracket supported on the upright. _& fomte: @ to eccentiic load on drop arm. 5. Moment on boom-du ntal load on top boom-due to redial tension and wind load: * e. 6. Horizor a ad Sei Seed. u oO step 7; Calculation of total direct load ‘and bending moment for foundation design. ‘ sal load (VA or VD) + dead weight + a gu b dead * b q @) Total direct toad = total vert | tpotght of al he components coming on tne design leg = P. fo 4 by Bending moment due to total load on yX-axls at the wottorn of four « Qc 3 ad M,, = MA of MD + (HA oF HD x height of foundation) OE = t Cot (inet coc Sa 5 g Gi © Z Lo] c) M, = bending moment at bottom of foundation on YY axis when ‘ws! 1s blowing parallel to the track. : = eLEvaron PUAN shack FIG.25-40 Step 8 Using-the above values of bending moment and load the stability of foundation Is checked as follows. Formulae for checking gravity foundations are adopted. Total downward load = weight of concrete + total direct load, Let this be “Nr Check for Stability Case (a) wind perpendicular to track: Eccentrlclty at.xX axis @ = Bending moment at bose of foundation —_M, total downward load N Foundation Is stable if @ 1.0. : : : My gj . 3.5.19 Typical Design of Portal Foundation: [ Total dliect load = 2420 kg. 3 Wind perpendicular to track: Bending moment at bottom of fouridation due to p Total load at xx axis M,, = §963 kgm Wind parallel to track: Bending moment at bottom of foundation due fo total k load at yy-axis M,, = 3636 kam. Safe bearing capacily of soll = 8000 kg/m? Ky Density of concrete = 2300 kg/m? Density of earth = 1760 kg/m? - (B+C) Volume of concrete -=Hx—xA v 7 2 2.4 + 1.0 kd = 17x x 2.0 = 5.78 m* 2 t ol ka cl a Fis. 35.49 kt eR ches Ay athe coming fos4 spain se ney a x. a LE, Ee, Ee 7 A629 pt? Ht, 6 Volume of earth H(BsC).A/2 = 1.7(2.8-1,0) x 2.0/2 = 2.38 mi ¢ : Weight of concrete” = volume x donslty i = 5,78x2300 = 19294 kg te Weight of earth volume x densily ta = 2.38 x 1760 = 4189 kg Total downword load = welght of concrete + weight of earth + total direct load = 13294 + 4189 + 2420 = 19903 kg Wind perpendicular to track Check for stability St fe ts nding moment at base of foundation Ved SES V8 = §953/19903 =,0,299 < A/6 (= 2,0/6 = 0.333) nononanqannn Recaro ear ue € The resultant con fall within the middle third or midale half of the base foundation. in this case It falls within middle third (Le.) @ = 0.299 < 0.333 ; Hence, the foundation Is stable. Check for Base Pressure Vo Ot Since the resultant Is falling within the middle third extreme. pressure = P = N/AB + 6M/BAY _ON-O-N-O0- 70000000 © a} 19903 6 x 5953 > + = 4146 + 3721 = 7867 < 8000 of, 24x20 24x20 “Hence, sate. : | 3 eo If the resultant falls within middle half, extreme pressure 2N HHA P=— <8000kg/m?,wheez= -e 3Bz 2 Wind poroilel to tack a a slo Check for steibility against overtuming moment: 19903 x 2.4 te aid Stobilising moment = ——————— = 23883 kgm 2 Overturning moment ~ 3636 kgm 23883 Factor of safety against overturning = —— = 675 > 1.0 iq 3636 Hence, sofe, I AS For typicel calculation for detemining Bending Moment at the top of foundation for portals ROSO’s Org. No. E11/SK/C/204 may Le referred. 8 Mpluyment Schedule Wis apparont tram what has been gone through s6 for thal here are several types of Mesi/Porlabwill different kaadiitg, alleredt by lypus of Conduelor used (ea ©F aluminium ele.) und also used in different wind pressure zones. wath different sPans ond located inside or ouside the curve wilh ihe degree of the curve veuying from location to location. Ihe sltucture to bo used for the loading at u purticutat location has io be decided fist before deciding ihe foundation wnicn also has many varieties like side bearing. side gravity, New pure gravity. black cotton soll foundation. the size depending on the safe bearing pressure to be adopted bassd, ©n the site condilions. if for each one of these types met with, ihe calculations have to be done over and over again by each project and it would consume tremendous amount of technical man hours. Ullimately. the calculations themselves are the result of many assumerions like the Safe bearing pressure the soll can withsiand the type of soit around in different Copih, maximum wind pressure lo be adopted etc. Lot of time and energy could be saved if en employment schedule can be preoared by the design office. In ‘any case the masts are eilher rolled to standard sizes of fabricated trom siandard, sections. Hence, we gan have a series of masts varying in strength to take the bending moment. each a tittle more stronger than the last one so that Ihe ono that fits in best economically can be adopted. ; Wilh this end in view, Employment schedules for Overhead equipment masts are Prepared for standard conditions for particular wind zones, for single cantilever overhead equipment, overlap central most, overlap of anticreep anchor mast etc. with standard impiantations, The employment schedule normally contains columns for type of mast with loca: flon. maximum span in which it can be used, radius of curvature, versine maximum, with reverse deflection ond the “FBM’ i.e. Foundation Bending Moment Code. If the location under consideration ils in with the standard parameiers indicated the FBM can be straight away selected without going through all the detailed * calculations. the only caution fo be exercised being that mos! economical mos! |s selected. If the Impicntation is different or the supermast Is longer or It carries Gn isolator ond such other special factors the bending moment colculations vill have to be cone, However, singe most of the cases falls under the siandard use of the mast the employment schedule Is very useiul in the site engineer/design office not having to calculate and go through the same set of calculations over ‘and over again. a & typical employment schedule for overhead equioment mast (9.5m) with wind Pressure of 160kg/m? wilh copper overhead equipment overlap Inter location wiih higher implantation Is RDSO’s Drg. No. E1I/C/0729. Similarly for ‘cundations also “Volume chart and Equivalent chart of foundations” gre prepares showing equivalent sizes of foundations for OHE structure to suit Various common loadings for different soil cind site condilions. The c!:art gives ihe foundations sending movement code, diect load, bending moment. saie soit « earng pressure assumed and the codes for different foundations like side bear Ing, side growtty etc, The dimensions of {t.e (oundalions are also given acainst each Code number for easy siting out al sile..Wilh Ihe salume.teadily available. em “The Chait ihe payment to the conlractor also becomes easier. A sample vor: ehest and Ecuivalent chart of foundations is Drg. ‘0. ETWC/0058, $11 ” cece toc geo oo oO Sse Gooos as CHAPTER 6 ws ‘ ARRANGEMENT OF MASTS 3.6.1 Location of masts 7 Masts are orranged as far as possible in the sare line paratiel to the track and fronsverse to Ihe Irack. Noimatly no structure is to pe located between any of the running tracks. 3.6.2 Umbrella type masts Se Masts may be fitted with bracket assemblies on both sides to serve adjacent tracks ifthe overhead equipments of the tracks conceined belong to the same elemen- tery section. 3.6.3 Restrictions in locations of masts rs, PEO, = Masts serving tracks of different elementary sections should not normally be located between them and In the same line, If two structurés serve two different tracks belonging to different elementary sectlors and are to be located in between, the structures must normally be staggered by 9 m, though a minimum stagger of 4.5 m Is permissible In exceptional cases - see Fig. 3.6.1 (. Frees Caer ee ee 3 7 T & OF TRACK. t @ OF TRACK * Hay Q . a > Q| It one of these structures is an anchor structure and the anchor falls between the Or two structures, they are to be staggered by 13.5 m minimum. see Fig. 3.6.1 (iD. If both the structures mentioned are anchor structures and both anchors fallbelween the structures they should be staggered by 18m, see Fig. 3.6.) (id. ee Gi f ~ © OF mack ~— C Loe Es 3] E fi a 2 og or trac 120m FIG. 36 "| ‘ FIG, 264110 J ‘S Ione of the sucture is an anchor structure and ine anchor falls away trom the «o structures a-d the out of run equipment runs close to the secondl,siructure, the iciures should be such thal sulliciont vorking clearance is availanle spassing of Oj tor between the ovethead equipment and the second structure. Cut In insulators or speciol enchor arrangements may be adopted In special cases (see Fig. 3.6.1 (iv), It stuctures located en both sides of @ track they shall be staggered by 4.5m ~ see Fig. 3.6.1 (v). 6 FT ac (tat) 60rd 6 or trac : sm FIG, 2.6109) Astor as possible, stuctures should not be located behind butters andin the vicinity of derail switches, Masts for turnouts and diamorid crossings are to be located at he theoretical Centre. If unavoidable, 2 m ls the permissible dlspiacemont on either side of the theoretical centre‘of the turn out. Wiring of loops and sidings: To facilitate future extension of electrification, masts should generally he localed and designed to permit wiring of un-wired loops ond sidings. Whotever such provisions are rade the future wire ¢uns should be shown in dotted line on the layout plons to ensure selection of the correct type of structures and foundations. Masts with counter weights should be avoided on platforms. Masts shall not be located within 161m of ash pils or water columns, Steam engines standing at water columns and ash pits blow off steam which may, cause flash over of insulators. Masts shall not be located in front of station entrances. Masts shail hot be located opposile trottey refuges. very clos! Cond on bridges of lengihs loss than 50 tn. culverts, subways + , No structures should be located beyond a signal post at a c'stance less than 10m. In cose the overhead equipment structure Is to be located In distance must not be less than 30m . see Fig. 3.6.1 (ui), iat of the signal the eo ya 5 A. ats > eh BOOS vy Ah Que we 1 Sarg) cu be Bs Ly ol onadverr Loos o od OOOO eo 2 faa 30mm (IN) tor wae) : ee Fig.3.61 (vi) Masts must be located-sufficiently far away from level crossings and back of abutments of bridges. The distance between the structure and the border of the level crossing/abutment should not be less than 10m. Sections having more than two tracks - Independent structures shall be provided if adequate track cenires are avaliable or If tracks can be slewed to obtain adequate track centre. Where adequate track centre Is not available portals will normally be'used and they must be located in such a way as to facilitate provision of drop arms and bracket cssembiles. in case of bad formations, If it is possible to locate the structures on either side of a track, preference must be given to the side with better stability. In the case of lined tunnels stubs for supporting overhead equipment cantilever assembly, should be provided on both sides of the tunnel. opposite each other. This would facilitate restoration of ovethead equipment in the event of damage to stubs on one side. Core holes for erecting structures on bridges must be provided on bolh sides of all piers. Holes on.piers which ate not used for foundation must be filled with dty sand and covered by-a slab. 3.6.4 Setting, of masts 1. Tangent track * The standard seiting i.e. the normal distance of the nearest part of the traction structure from the centre line of tangent track shall be 2,50m forthe Broad Gauge. The setiing may be reduced to a minimum of 2.36m in special ckrcumstonces such as yards, cuttings and .pa bridges etc, with the approval of the Chief Electrical Engineer of the Railway concemed. In case of portal uprights, legs carrying more than one overhead equipment and head-span structures the setting is normally not less than 3.00. 2. Curved track The minimum seiting distance of structures including portals, head span-struc- d tures etc. on curves is obtained by adding the curve cowance and 150mm 2 103 Note: Figures in brack km/h speed. Normatt slewing allowance to the selting distance specified for tangent rack In the preceding para, For trunk roules and increased in the neor future curve allo Table 3.6.1. Radius of curvature greater than or ecucl-to 875 m Radius of curvature less than 875m ©) On inside curve Radius of curvature greater than or equal to-3600m, ') Radius of curs:lure greater thon of equcl to 2360m but less thon 3270m, li)’ Rasttis"of curvature greater than of equal to 1160in but less than 2350m, to4 Degree Radius of Max. per- super Extra clearance of Curvature missible elevation —_belween agjacent cutva- (metre) speed (mm) track (mm) ture enh) Inside outside. cuve curve “We 3492 290 n 191 : (160) (40) 69) ue 2328 200 133 400 : (160)(60) 59) : ® 1747 190 185 575 : 160)¢100) (298) : We N64 155 188 585 : 2 875 138 185 590 10 ae 583, no 188 605 20 « 438 95 185 620 40 = 350 85 185 640 60 oe 185 ‘main lines where the speed may be wance must be taken as indicated In Table 3.6.1: Curve allowance for maximum speed of 200 km/h 655 ‘et Iridicates super elevation and curve allowance foi 160 'y the standard setting distance on main lines on curves should not be ess thon the value given below: @ On outside curves Standord settings 2.50 2.65m 2.90m 3.06m, 3.25m 99 ROH OHH AHH OH AO: e: 4UU40UUKUUDUUoY -Q = Q ~o oO “Oo -9 a “@ » “oe 9 0 ~@ ° a0 3a: Q yl eg a vot | \ vihe 'y) Radius of cuvatute greater xbe than or equal to 300m but ain less than 1150m 3.30 ao u In yords where there is no super-elevation of track on curves. speeds ure low and hence Ine extra clearonce can be reduced suilobly In locating structures be . Masts with counterweights {in the case of sltuctufos wilh countewelghis the terra “selling” refer to the to let Oe Lemme uw 2 {hinimuin eistonce of thu counterweight trom the tack cenite in the worst Condition. For his purpote the dsplocement of the counter weight cue to fo Wind transverse'to the track ls aetumed ot = SOM. : 4, Plattorm masts a} The setting of structures on piatforms should not be less thon 4.75m. As for Gs possible, the structures are to be located Inline with other structures already O29 foxtzting of the plotiorm ond should Be of minimum possible dimension ond IO {iv in wih tho architectural pattern prevailing in the vicinity. Location of is structures opposite to public entrances, exits, talicases. gangways etc. shat be avoided. No live conductor shall run over the platiorm. . Masts near signals ‘The visibly of signols should be taken into censideration while deciding the satting of he structures in the vicinly of slgncis. The following principles are fo bo obsoived. Colour light signels jacated oulside. oll Lacks {@) Colour light slanals without route Indicators Where no approach signal is provided The minimum setting distance of sliuciue before the signal should be 3.28,3.10, 3.05.2,90 & 2.75 for distance upio 80m, beyond and upto.l 10in, beyond and upto 190m, beyond and up‘o 270m and beyond and upto 400m respectively. oe GBUUoU BOL Y W) Where opproach signal Is provided and for signals other thon distant signals i The minimum setting of structures befora the signa! should be 3.28. 3.10, 3.08. 2.90, and 2.75m for cistence upto 50m. beyond and upto 70m, beyond and uplo 15m, beyond and uplo 160m and beyond and upto 240m respectively. ee fot Oe o ° 1b) Colour High signals wilh route Incicator 2 __D wilh HORBONTAL route Incteoter 2 The minimum setting distance of structures before the signe! shall 3.72, a 43,50, 3.25, 3.05, 2.90 and 2.75m for distances upto 60m, beyond upto 125m, ae stan Bigyeind ond Upto 170m, Beyond and upto 215m, beyond and upto 250m ‘and beyond ond upto 310m respectively. S 105 §) with OTHER THAN HORIZONTAL route Indicator The minimum setting distance of structures before the signals shall 3.80. 3.25, 3.05. 2.90, and 2.75m for disiances Upto 70m, beyond and upto 130m, beyond and upte 170m, beyord and upto 215m and beyond and upto 280m respectively, Setting distance may be reduced (or slarter signals of loop tines and . yard lines: The setting can be reduced in special cases. conforming fo Fig. 6 to 9 of RDSO Dig. No. ETNOHE/G/00112. Colour light sionals located between tacks Signals without route Indicators No overhead equipment structure should as far as possible be located in the same lone as the signals for a distance of ot least 600m before a signal. * Drop atms of portals should alse not notmelly ba located In the tane where . signals are locoted at least for a distance of 60cm belore the signal. Where this 1s not possible for any reason, the signal should be mounted on an offse! et bracket. In addition o special sludy should be made In each such case In ow fespect of three drop arms before the signal fo see whether the drop aims can be offset from the centre line of the lane in a direction opposite to the d off set of the signal or alternatively whether Its possible to shorten the drop ‘aims. Reduction in the signal height must also be examines, Signals with route Indicators 7%. The principles mentioned in the preceding pores should be observed in this} ¢ “"y possible be higher than 5.2m above rall level. Great care must be exercised In deciding the location of the colour light signals with route Indicators sd that the necessary minimum clearances are ovollable between the signals and live out of run wires. or pantograph sway zone, Fos No part of o colour light signal without ¢ route indicator should as for as i i ~ Semophore sion located outside the track og The minimum setting of structures before the signal should be 3.05. 2.90 & C 2.75m for the first, second ond next three structures respectively. starling with the fist structure trom the signal. For details RDSO's drawing numbe E1l/OHE/ G/0112 may be relerred, AD e 7 —~O-C- On single line sections. signals (colour light as well as semaphore) must, as for ‘8 possible, be located on the side of the track opposite the overhead equipment structure. 3e plers stance of mosts on piers of bridges will be as large as possible d by the Rallwer- Sis AE ed aE See ee PR) ES De SLU Ta eS Y ORS EL we yr theron denims eaoennss “Tuin-ouls ond diomond crossings the sotting of masts localed near theorelical centres of 1uin-outs cna diamond * crossings shall be 3.0 m trom the nearest track. Portals Wherever portals ore ptopesed to be useo. they shail be selected with ttandotd cleat spans (distance between face of the uprights) indicated In tho lublut given la Chapter § of Ihls Volume. For this purpose iho clowr span {for any location obtained by adding the proposed setting of thé two columns to the cenire-o-centro distances of the tracks spanned by the portol shall be rounded off 1a the next higher standard span Indicoted in the tables, Ths setting of the uprights of the portal sholl then be adjusted to sul! the standard tpdn selected with a minimum setting distance as specified in item 2 above. 107 oO 20 ecoooen oowe Boot f5 alll mi CHAPTER 7 in ce CANTILEVER ARRANGEMENT wy 2 ‘ 3.71 Slze of the tubes e The ovethead edhiipinent Is supported from the structures by swivelling type 0 bracket assembties comprising of stay tube, bracket tube. register arm tube, a steady-arm.ind other associated fittings. The sizes of the tubes ore as under: . Type Outer diameter Inner diameter Standard, mm Standard, mm Bracket Tube : = Standard 38 7 29.9. i - Large “4 40.9 > Stay Tube 33.7 28.4 o J Register Arm Tube 33.7 28.4 Depending upon the suspension distance, the size of bracket tube i.e. standard of large to be used is selected from relevant employment schedule. Size of stay ‘aim tube and register arm tube, which are designated as small tubes, Is same for all locations. 3.7.2. Cantilever atangement The arrangemént of cantilever depends upon the hieight.of contact wire, en- cumbrance, suspension distance, stagger and super-elevation. Standard can- tilever arrangements are given In RDSO’s drawing No. E1l/OHE/G/02106, Sheet No. 3, * a i 3.7.3. Bracket Chair Bracket assemblies are designed upto suspension distance of 3.5m only. If the suspension distance Is more, bracket chair conforming to RDSO's Dig. No. ETI/ OHE/P/30S0 and RE/33/P/3100 are to be used. ~» “The chairs become necessary because of the large Impidatatlon prescribed for masts particularly on platforms. ROS LOS 3.7.4 Platform Locations The arrangement of the cantilever assembly on platforms snail be as per RWSO's Org. No.ETOHE/G/02104, Sh, 2. 3.7.5 Allowances for adjustment too pearemicenenenem-ontengins of tubes shalll be such as to permit adjustment of “He wholé equipment’ after erection to cater for displacement of track to the exiert of 100mm.on either IS OU 2 ° side of the track centre, during maintenance. 0 o 109 free length ovoilable on the bracket tub @ beyond the calenary suspension bracket sholl be at least 150mm to facili jote adjustment. | 6 f Peete | -# ° changed due fo strengthening of the track structure, the pantograph axis will | Length of stoy tube sh ‘all Ue such that at any locaton fi ‘adjustments for @ mini imum of 90mm on elther side, adjuster Is tree for the super-elevation is il! is Not within the adjustment limit keady avaliable on ; Plovided toking care that + ‘he contact wire stagger ls within presctioed mits et ell motors va 3.7.6 Multiple cantilever on same structure . 7 or Hever ERS turnouts, crois overs ond dlamond crossings more than one can- ) tilever ore tec ulted to be provided on the same side of struct : Me ent MmatHiCO! on either side (0.80 m on either side } of osrmmmenon (0.65 i ™M 0” one side and, 0.35 m on the oiher sida), 3.7.7 Bracket assembly on drop aim Wenbattols, bracket assembly (or the Intermediate hacks erected on Grop orms. Wherever the track cente Isl 3.7.8 Biidges and tunnels Depending on the bridge or tunnel the bracket ossernbly of special design may have to be provided fo suit the locaton, after clearance studios. Insulators tor polluted areas Mypolluted c-eos e.g, tunnels. areos near sea coast, nsighboihood of chemical) [Silliter/cersnt pianis. vicin\ly of steam loco sheds, ust bit pore columns etc. long creepege path 1050mm) insulators shaillbe ued on the cantilever assemoly, Cs CHAPTER 8 25 kV FEEDERS AND CROSS SPANS AT SWITCHING STATIONS 3.8.1 Suspension . Where 0 25 xv feeder is run longitudinally on traction masts. the typical orange trent shown in ROSO'S Dig. No, ET1/OHE/G/05143 shall be, followed. The feeder may be run on either side of the mast. Two 25 kV feeders of one 25 kV feeder Gnd one return conductor may be carried 07 a single mast ifnecessary, wilh one conductor on each side of the mast. it tne 25 kV feeder and overhead equipment ate of different elementary sections: “Restricted Clearance” board shall be provided. 3.8.2 Clearance from overhead equipment Where 0 25 kV feeder crosses an overhead equipment belonging to-a different * elementary section. the clearance between the feeder and the overhead equip: ment shall not be less than two metre under ail conditions. 3.8.3 Clearance from line side structures Normally no feeder should be erected overhuts, cabins, goomtles. piaiform sheds of other covered structures. If unavoidable the clearance between the highest point of a covered structure and the 25 KV feeder passing overt must be2m under etl conditions, In the case of a 25 kV feeder passing over an overline structure Sinich is not covered, a sultable metallic screen shall be provided on the overline Siucture undemeath the feeder. The clearance between the feeder and the highest point of the screen must again remain adequate under all conditions. A cleoranee of 2mls desirable between the 25kV feeder andany part of cnearthed structure for facilitating maintenance of the structure, 3.8.4 Cross feeders at swilching stations ~ [Al switching stations have gantry with two or more main vertical supports. Cross fecders ore providedon the gantry to connect the varloussections of he overhead Sauipment through jumpers, The general arrangement is shown in ROSO’s Org. See EII/OHE/G/05121 . Sheet No.1. Tension in cioss feeders shall be 100 kaf at 40°C in still air 3.8.4.1 Setting distance : The minimum setting distance of the gantry upright __ which is normally aligned parallel to the track shall be 4.20m. 3.8.4.2 Multiple tracks Hl arent 26 ent of connections at the switching station on double track eae ee tiple “feck sections dre shown in Drg. No: €T1/QHE/G/05122, Sheek Now, ‘and EI/OHE!S/05123. Sheet No.1, respectively. Ihe general crongem O°. Q c ooas 3.9.1 3.9.2 CHAPTER 9 TRAMWAY TYPE OVERHEAD EQUIPMENT Regulated equipment In trarnway type overhead equipment only contact wire Is provided and Is auto- asoned at ine anchor by suspended weight. The contact wie {s supported by swivelling type of brackets on Individual masts os indicated in RDSO’s Dra. No. ET OHE/G/04204, Generally the principles: dpplicable tonormal overhead equipment Gre alco applicable to regulated tramway equipment, except o¢ indicated below. The regulated tramway type equipment Is fo be edopted for loop lines. sidings, yards ond spur lines excluding the main running line and first loop or tines taking ‘off from the main running line. spon: The maximum span Is restricted to 63m, The general artangement Is shown In RDSO's Org. No. ENI/OHE/G/04203. Section Insulators: Where @ section Insulator assembly Is to, be provided, the provision of a structure to support the ‘assembly Is obligatory. The arrangements ere shown In RDSO's Org. No. ET/OHE/G/04207, sheet number | & 2. The arrangement of tromway equipment at the anti-creep and points and cross ings are as per RDSO's Drg. No. ET/OHE/G/04205. ahd 04208 respectively. The main running spar. is not fo exceed S4m. The anchor span is not to be less than 45m. The distance betweée ontl-creep and reguialing equipment is restricted to 750m. The teqsion in the anti-creep wire Is 1200 ke ot 45°C. The ant-creep wie itself wil have minimum a stagger of 1 m towards the structure. Unregula’ed equipment cs The general arrangement of tramway equipment n the case of head-spans and cantilever type construction is shown In RDSO’s Org. NO. ETI/OHE/G/04101. The principles applicable to standard OHE are applicable to this type of unregulated equipment except for: 9) The maximum span is restricted to 30m, In station areas, where this type of ‘overhead equipment runs side by side with ‘conventional OHE with contact orth cotenary wires the maximum span can be Increased Yo 31.6m. b) Where asectioninsulatoristo be provided provision of asiructlire Is abligstory 13 € ~ 3.9.3 Tension a, the tonsion in the wire Is 1250kg at Ihe mean temperate of 98°C for 1O/ ire? contact wite, Higher tension than that for normat ovethead equipment is adopted fo limit the mig-span sag ond In-span slope of contact wite. 3.9.4 Tuin-ouls and cross-overs The tromway lype OHE cannot be Used fur turn-outs taking off from main. funning lines equipped with high speed conventisnal OHE, as the tal of fallin gradient of unsupported contact wire would riot match with that of sonventlonal OHE ‘ond would decidedly be c isk leading fo entanglement of pantogrophs of main : line high speed locomotives. Even for wiring of cross-overs between Iwo tracks, the Iecalion of section insulator would present difficullls. In such a case it would ‘be preferable to use conventional oxgthead equipment. For these teosons, the OES fo he toop nos Yoking off fom mola NN speed tasks hove To be. || compulsoilyeciped with conventoncl Cie \ enone orrens aonnnnnnnnnrtee £90 iad: (ao eel a aed Bb oUCBCLBELE CHAPTER 10 BOOSTER TRANSFORMERS AND LT SUPPLY TRANSFORMERS 3.10.1 Booster transformers standardized tor use in differ Gooster transtormer ts shown In RDSO's big. Noy £1/PS1/011.012, 013,014,015 and 016. 3.10.2 Location of Bts Location of a booster transformer should. bs decided taking Into consideration the following points, ster transformers id point falls at ») In exceptional circumstances wher located equidistant ensured that the dist Sectioning Post does 1 (@ G booster transformer.can not be om the Feeding Post or Sectioning Posi, i mar be rot eeee?, Booster transformer from Feeding Post or not exceed 1.33 km, ©) Booster transformer should not be iccated: ° Ih the vicinity of stop signals to avoid bridging of insuloted overlap by the locomotive pantograph ~ wlhin the station limits except for very big statlons, 3.10.3 General: atangement Following Important points should be considered: The reference datum level shall be the highest rail level, The disicnce between the booster transformer gantry mast and thé entre line of track fs 3.6m, minimum 3104 Return conductor in deciding the toute of the teturn condvetor the obstructions enoule must be Tee g ie sderotion, Apert trom this adequate physical ond electrical Taken ine Gnust be maintained trom fixed structures and otner conductors The genetol objective Is fo run the retum conductor as close °F possible to the The genetel Sinead equipment! s0 as fo secure maximum compentcten Teccton effects, Subsilaty tines lke sidings, Ioops ete, are not provided with fetuin conductors, the retuin conductor shall normally be run on the traction mast on ihe Sere side Fe eae conc equipment. The general arrangement Is shown In ROSO's Da. No, EN/OHE/G/05307. Cleorance : The clearance belween the relumn conductor ond. 1e overhead Seetengnt must no! be less than 400mm uncer wors! condlfons. The static ond ce eserentjearonce to any polt of the reluin conductor trom @ (ed earthed port mus! be 150mm and gOmm respectively. ‘At oveltine stuctures tho rolutn conductor may be tun straight hough. If Posse. {as on normal structures, , Complicated oeos: tn station ofeos with complicated track layou, fey not Se paciicable fo position he reluin conductor sufficiently close 10 ne associated oe ac eauipment fo ensure optimum compensation. ln such cases ne route yatta enuctor is dacided on the mets of each case. core being token, fo avold running the retuin conductor over pictforms. 7 Tension lenath: Retuin conductors are normally terminated at the maxis whey Fe ie nouctors are connected {0 the rail, They may be anchored back to back on such mosis. Connections to bodster kansformers: Al all booster transformer statlons, the 19140) ne oO gaich track shell be provided with @ Cutin insulator. The prety Conctucte podster transformer Is connacted in sories wiih Ihe overs sea ae at and ine secondary winding In sorles with the cluin, conductor the Seeiommions ore as shown In ROSO's Dig. No. ETVOHE/G/05413. Mid point of retum conductor ‘@) The midpoint of the rotum conductor between two consocullve Doosel Fee porters connected to {he tunning roll approximately midwoy power aro oer taneformer stations os pet RDSO't Drg. No. ZTOHE/G/08306 ond EIy/PSy6N1. b) The: midpoint of the retuin conductor In front of Feeding Posts shall be ve nected to @ ral Buried on elther side of the insulated overtop and in cose St sectioning posts shall be connected on elther side of neulral section, ©) In exceptional clcumstances where the mid point does not fall In front of Tecan poste/sectioning poss the two al inks between the retum concluctor ree tne val sholl be provided in font of the feeding Fos! /sectionlng post on cher side of the insulated ovetlap/neuiral saciion. In these,cores he mic point should not be connected lo tho ral, 116 3.108 UF Supply tanstorners s 290 single phase power supply eduited fer operation O substation dauiprnent= ° jo. crouil breakers. infeupters ec. lahling of the station yards. unnats and rough 25kV/240V.. £0 HZ. single phase Ini signals is obtained 1h feeding and ‘working of cotour tig | level 5 RVA of 10 KA transtom switching posts, stolions. ‘not. These are provided at substations. Diock huls and at othr outdoor locations 68 LT supply transformers of 5 KVA copocly CX provided a4 Grossings wiih gote signals fee Cros oe PEromings ond ee such focalons where eee fe thon or lock ne oppalion 10 KVA wanaermar, ce rence, MOS thon > on smear prowides In Forge salons, yards 3 LT supply transformers 10 projected only by o 25KV. 1 A dropout fuse on the a gaa wee erable 2 YDe wih 20 SG Iened SOPH ‘wito} 2 Bh ine secondary se ° Lt supply transformer is mounted on a sleet plattorm erected on the ‘overhead 5 Gauipment mast and-connected to the 25k overhead equipment through rigid aluminium bus bor or 1971.80 mm (50 rm?) annected copper stranded jumper 2s Gite. The general arrangement of mounting Gad connection is shown In ROSO'S rg. No. ETIJOHE/G/05522. .¢ transformer oil contr: phase transformers Of ection ig shown 10 ily corded out in 7- at TSS. ‘Al aubslatlons in orde! 10 provide power fo single Pres 9 fhgimostitation plants, 100 KVA. 25KV/240V, 80 He single povided. The ganorai orcangement of mousing ‘and conn ee tre big, No. EUPS/OST2, However, os tation of OF general To yoors, 100 KVA transformer is not required to Pe installed permanently, G o GbE uu = a a i oe tad # 17 emia rvs shud nenino lr A Bee se 0 3 v 2 9 & ® ce £ eed CHAPTER 11 BONDING AND EARTHING phe ghapler is a reproduction of RDSO's Code Not E/OHE/71¢1 190). A&C 1, 2 ‘Code for Bonding Earthing for 25 KV, ac, Sol, Single Phose Traction System.) 3.11.1 scope Ing Code shell apply to 25 kV. ac, 50 He single phase traction system ond covers {he eauirements for bonding and earlhing of oveihoad equipment nents anes 1 ures and astociated rails of railway track, The bonding ang earthing at traction jupalalion Including feediig posts, switching stallons, booster trocclormes sto- Sores gSkV/240V ouxllery transtormer stations cnd switching Doni oe wok os Sgnaling end telecom,sunication equipments ore beyond Re scope of this CODE 3.11.2 Detinitions 7 The ‘following terms wherever appeating in: this Code shall, unless excluded by Se emeanont to the context, have the. meaning ottributed there to one apply as follows: . pond” Means an electrical connection belween two of more condue {0'5 oF non-current carrying metailc parts of fraction masts oF shrucheres 9 supporis and rails. : 2, “Cross-bond” means a bond betwen Iworails of atrack ortw>railsofadjacent tracks. It is also called a “transverse bond’, 3. “Earth wire” means a conductot run on traction masts or struchues or supports and bonded fo thelr motatlic paris/supporls and conneciod to cant: 4. “Earth” means o connection to the general mass of earth by means of an earth alsctrode. An object is sold fo be ‘earihed’ when It ie electrically Connected to an eaith electiode. and the objects said to be ‘solidly earthed. when It is electically connected to on earth electrode without inlentional aaddliion of rosistango of Impedance in the earth connection. the resislonee of the earth electrode shali not exceed 10-ohm. 8. ‘Earth elsctrode* ‘means a metal plate or pipe or ony other conductor electriccily connected to the general mass of the earth! 6: “Impedarce-bond” Is ¢ bond, Installed by the signal ond Telecommunicetion Department, which provides a low Impedance path for the hndclion sein ‘ad a relatively high impedance path for irack circuit current, 2, “Rall-bord” means ari siactrical connection across @ roll joint between : Consecutve lengths of -ails. It is also called a ‘Longitudinal bond", cRell¥enih” means a continuous length of ral with of without welded joints ‘but with 9 fish plate Joints. 9% *Structurs bond” means a bond connaciing the non curren! eanying meteilic Parts of 3 traction mast or structure or support to the traction ral 10. "Signal bond” means an electrical connection across 0 rail joint, provided bs G, the Signatting & Telecommunication Department, to facililats thw of tae: circult current 11. “Short direct connection” means a connection for clectnicul continuily. which shall be of the shortest possible length with minimum benus, NA. a 12, Mraction tall” means @ non-Hrack-circulted ral of a wired rack, not required] fgr signalling purposes and which may be earthed, In non-track-circuited sections. both the ras of wired track are action rails and in single rai-ack:¢| cliculted sections, the traction rail is the non-track-circuiled roi. c 112. °WIued bond” means a bond which is made of standard copper conductors with MS. ferules at either end, pressed on the conductors and ben! to shape! 14. "Wired track” means a track provided with 25 kV, ac. 50 Hz single phase) overhead equipment. 7 @ 9.11.3 Bonding 6 3.1.3.1 In the case of 26 kV, cc, 60 Hz siigle phase traction system, the traction currerg Is drawn from the overhead equipment by the electric rolling stock, operating Ina section and passes through the traction rail, The retuin current flows mostI through the earth leaving the tractlon ral except in a zone exiending ove @ few huncred metre on both sides of the electric rolling stock in operatlo® In the section or In the vicinity of @ feeding station and returns to the traction suo-statlon. Bonding of all rails is, therefore, not absolutely essential uniike © the case.vi.de troction where practically the whole traction return current flows through the rail and hence bonding of railsis essential, However bonding of rall faciitates passage of the Hractlon return current from the earth to the traction rails which ore connected to the rail to earth and vice verso are 's, therefore, provided in the vicinity of traction sub-station/teeding posts where the traction return current has to flow back to the earthed leg of tt fraction transformer at the sub-station, through a buried rail opposite the feeding post. Bonding of rails also ensures Ihe spread of flow of retuin cureg> Into the earth and. therefore. reduces the vollage belween rail and earth So bonding of rails s done wherever It is essentiol to keep the rcil vollage kee to ensure safety of personnel. c 3.11,3.2 The fraction rail of o wired track when banded or Iaid on metallic sleepers provides generally an earth botter than on earthing station wilh earth ele trode. If, therefore. any non-current carrying part of an equipment or metalic situcture is required to be earthed, Itshall ordinarily be connected to a tracll rail. Cc 3.11.4 Track. Circuit:d Seciloris ¢ 3.11.4.1 In sections equipped with single rail-track circuits, Ihe traction rail shall be bofded to ensure that: . }) The oc voltage drop along its length Is reduced so as to minimise © | the risk of ac voltage being-applied to the track relays | es a 120 6 7 ie | | | | ! vsuvvuugs e.eFUeeseuvUUuL » Bes ee ce ee-6 28 :o0°0.0 2200 Gu Spee he Hs BS 7 uu 4 i As low © resistance path os possible Is provided both for tractlon retuin as well as signalling currents as fish plate joints cannot be toliod upon for low retistanee. 3.11.42 In sections with double rail-rack-clrcults, both rails are longitudinally bonded to ensure 6 low resistance path for traction retuin and signalling currents: and ‘aso to distribute the return current more evenly in both the rails. inpedance bonds afe installed at Insulated Joints to-provide a continuous path to the traction retum current. All rack-clrculted-ralls are, In addition, provided with signal bonds. 3.11.5 Structure Bond All non-curtent carying metallic parts of traction masts or structures or supports or metallic parts of concrete/wooden masts. supporting the traction overhead equipment shall be connecied by means of a structure-bond to the nearest . fractlon roll or fo on earth wire run on the traction masis/ structures/ supports oF 10 an earth. In the caso of a partal structure, only one ieg of tho portal shall bo provided with the structure bond, whereas for head span masts, eech mast of {ho head span shall be bonded to the traction rall nearest to It. Where traction masts of structures or supports are located on railway platforms and are bonded fo the nearest traction rail. a cross-bond shall.be provided at the location of the structure-bond fo connect the rail to the adjacent traction rail. 3.11.6 Track Bonding In station yards or elsewhoro, where a track Is not wired for Ité entire length. It shal be deemed to be wired for a distance of upto 50 m beyond the action masts ‘at which the overhead equigmenthas been terminated, Rall-bond and one cross- ‘bond shail be provided for a distance of upto §0 metre beyond the last traction mast. . 3.11.7 Mode-of Connection of Bond 3.11.7.1 All types of bond Le. roll-bond, cross-bond and structuré-bond shall be of mild steel of not less thar’ 200 mmt cross sectlonal area. 3.11,7.2 A structure-bond shall be rigidly connected by meani-of galvanized steel fasteners to the traction rall and the metallic part of traction mast of structure or support. . 3.11.7.3 Atell-bond shall be rigidly comected by means of galvanized steel fasteners fongltudinally across the fish plate joint of the traction rail end the track: circuited-rall in o track cliculted section except at the Insulated Joint of the track circuited rail. 3.11.7.4 A.cross-bond shall be rigidly connected by means of galvanized steel fasteners between two traction ralls of attack or non-track-circulted ralis of an adjacent track. . ia ns LD sc ae PR AN RN Connectingrelum conductor fo the tection roit ai shalinormatty be made wih Puts, through the buried 'PUIs ond boits oth spring, wosherand check Fe easton mests or structures Tan sePPOtlING the lraction ove {in G tunnel or in doubie : thEOS equipment ‘olttrack-cliculted section shon Gor OF fess than $0 mM copper equivalent S118 Gonding in singte Re 9.11.8.2 In single tine section shsther oF not doubling of the Section Is foreseen in ine {uture, provided with be piovicied with rat, PaPethtides.ttshatlolsobe connected to cy : 300m trom eachother, he 3119 Boncting in Doubte Rall-Tack-Cheulted soctions In @ double ralt-rock-cir Bonds, Atin 122 me ™10 "Oo “6 Si 0 a So cig Sig “lo “le Sle Slo Sho ce cid coceees CBG BLUE LYE GEL the: ration suby-sterilon/ieoding post, acuilion, these action farts dal be Henuinel aL apytoriinats glances Gt 300, 430, 700 ancl 1000 tay fron shee teas tions gab -slatlonfieeding post 3.11.11 Bonding of Ralls on Wooden/Conerele Sleepers ‘A.wited track shall be deemed to be on wooden or concrete sleepers if here ‘ore not more than six meiallic sleepers in ary length of track nol.exceeding 350 im. The troction falls of such a track shall be provided with cross-bonds at distances of not more than 380 m apart, No rall-bonds shall be provided. 3.1112 Bonding of Track In Loco Sheds and Loco/ENU Stabling Sidings All traction tails of loco shéds and loco/EMU stabling sidings shall be provided with Cross-bonds af distances of not more than 100 m apart. Further. all sidings ond/ fot dead nds. whether wired or not. shall be Connected by sail bonds. The fails Gn wooden oF concicte sleepers/ Suppor In loca/EMU Inspection pits shall be provided with roil-bonds for the entire length of the pit.and also upto a length of 60m on bolh sides ond connected to an earth, 3.11.13. Bonding of Ralls In a Tunnel In @ tunnel af! the traction rails shall be provided with rail-bonds not only over the entire length Inside the tunnel but ako for a length of upto $0 m on both sides oulside the tunnel. Besides, a cross-bond shall be provided belween the traction rolls at either ends of the tunnel, Note: If the tracks in a tunnel are track-circuited. the progedure in clause 3.11.4 shall be followed. 3.11.14 Bonding of Ralls on o Weigh-Bridge Both the ralis of a wited track on a weigh-bridge shall be provided with rail-bonds for 6 length of upto 80 m on both sides of the weigh-biidge. If the ralis are Gn wooden of concrete sleepers/suppors, they shall be connected to an earth, 3.11.18 Bonding at a tevel Crossing All the troction rails shall be provided with cross-bonds at only one location which shall be within § m from olther of the transverse edges of the level crossing. 3.11:16 Bonding at Oll Depot Sidings : 7 3.11.16.1 Unwired sidings leading to a oll depot or installation shall be provided duplicate insulated block joints «as near as possible to the turn-out from the main track from which they take-off and before entry into the oll depot or installation, 3.11.16.2 Where a siding or @ secondary loop lie Is to be wired to serve the purpose: ‘of loading and unlocding of petroleum products, the airangements to be rade and precautions to be taker ure: ) Aneutral zone shall be set up ct elther end of the lengli of the’ siding Grsecondaty loop line over which the vehicles containing the petroleum products ure lo bo berthed und joaded/unioaded. the neultal zone ts aE soa RRMA sec cieated both in the track as well as In the traction overhead equipment (QHE) By provision of insulating joints ond section insulators with Isolators 'D Both the sails of the sicing oF secondary loop ‘ine shall be provided wih {onaitudinal-boncs. Bosider, transverse-borls shal bo provided bole the tails at distances not exceeding 30 m apart. 1D The ralisof the scing or secondicry loop line shallbe connected loan earth ‘at both ends immediately outside the neutral zone. ',An sau-potentiol tink/ switch shall be provided between the metattic ‘Portions af the vetroleum Installations ie. the orth and the rails of the fing oF the secondary ioop line, this equkpetentiol ink/seiion Is tobs kept closed during the loading/untoading operations, ©) Gach and every non-current carrying pait of a traction mast or structure Seconor Sag other metalic structures In the vicinity of Ihe slang or tere sey om ing shall be provided with srusture-bonds. Only Semper iWels shall be Used for connection between The nonecuoor ‘carrying Metallic part or rali and the bond, W) During the time the loading and unloading ot apetioleum, products taking place. proper electilcal continuity shall bs maintoined between the ps- {toleum Installations, the rails on which the vehicles containing the petto- leum products ore berthed and the OHE which hos already been made dead and connected to the rails, 3.11.17 Bonding of Glider Bridge S.1117.7 Steel structures of o girder brldge sholl be connected to.a traction ral! of to 500 marta BY Means of two mild steel stips/tlals of crott-eectlon nol hace thon 200 mm? each. the traction ralls (where there ore foe oe more such rails) on the.brlaige shail be connected by ctoss:bonds of disiancasnot exceeding 100 ™ opart, 3.11.17.2 in a single roltrack-eitculted Section, the non-track-chiculted soll which Is the * fection rail shall be provided with rall:bonds (refer eles 37 1) ond con nected to on earth al elther end of the bridge. 3.1.18 Bonding of Metallic Parts Inside a tunnel Sn gcrth wire connecting allnon-current corying metalc porls which form paits Soins SePRaH for the overhead eaulpment, shall be tun nelle he Woe aE the ends hel oon be Connected to on earth as well as tothe traction role ee one Srp As UsIde the tunnel. in cose. cil the rallsare track chauitos ine ccs wire Brine eonnected to an sarin of both ends just oulside the lust mine engin tthe earth vite exceeds 1000 m, the stipulationin regard ty ‘making! electrically Glscontinuous at contained in clause 3.11.9 shall bo alowed 3.11.19 Bending of Over tine situcture Meer Stale Darts of f09! oF ‘oad over-biidges of other over-line siuclures ‘over oye lacks shall be connected either to a traction ral oro er ones by means Of two mild steel stips/ats of cross-section hot loss then 200 mor tac), 124 SAP 0 Nn oan ° LO . 2° él +0 le el se “| 20 7 el eli el v9 el 0 el 3° el 39 el 3 Oo el -° «| a) cl » @ sl, @ ol oO | ° Ie eoee bbebeue oy aU CUEEEY GCCEKDESEE ao ou ant 26 to 10 on th in woo F 3.11.20. Bonding of Exposed Metallic Ports Aloxposod metalic parts which are net likaly 19 6 such as platform structures/shoo! kV overheca equipmens, pipe: and such other items but which are local tho nearest electtified track shall be conne with the nearest electified trac! fnetallic parts shall be connected to aseperate ear parallelism 350 m apart. No special precaution is supports directly butied required in case such metallic p fin the ground If the. ‘neutvah earth res! ome In direct contact wlih 25 is. mejallic fencing. Wires, {ed within o distance of 20.m from ‘cted to an earth oF. fraction rol. If k exceeds 360 m. ‘ill the exposed ih at distances not exceeding rts are fitted on metalic Jstanee of such metallic support Is always less than 10 > Ohm. 3.11.21 Bonding of Eatthing Heel of Isolator Switch The earthing heet of an isola of cross-section not less than 200 mt most of structure of support. The connection possible. Such a fraction most of structure oF ‘en earth wire and, In addition, to an earth, to a traction rail or 3.11.22 Connection of Return conductor ‘Areiuin conductor connecting bo« mately at the mid-point between the traction rali of the some track Jor switch shall be connected by two mild stool tals mm’ each to the supporting metallic traction shall be ds short and as direct as ‘support shall in turn, be connected oster transformers shall be connected approx the adjacent booster transformer stations to Ic of to the mid-point of an;impedonce-bond In the case of double rall-track-clrcuited section. 3.11.23 Drawings The drawings issued by RDSO in connection witt CODE are listed betow: SN. Description 1. General arangeinent of earth wire on ONE mast 2. Arrangement of transverse bonds Connection of RC _ to track 4, Structure bonds 5, - Earlhing station 6 Longitudinal rail bond fh the proctices prescilbed In this Drawing Number EIVOHE/G/08201 enone 082s EN OHE/G/05906 e1y/oHE/P/7000 ETI/OHE/P/7020 ENW/OHE/P/7030 cococos goo e eee eoaeMPeeassesd i. CHAPTER 12 OHE SECTIONING Sa ae eos z 4 3.12.1 Purpose + esc yethead equioment Is vided electicolly ino sections with neulol sections, , CaNGied overlaps and with soction insulator af tumnrouie necro working > Dy moon! Cleellcal continully & maintained by bilaging the Incclores overlaps i : PMNs OF interupiors oF olators and rotation oF sok we, OHE for ae mmimenenee ahd repairs Is possible, Soctioning of Cile seis ne kept! fo a minimum consistent with operational requirements 3 3.12.2 Use of signals (or protection 2 1. * Hota: nse avetop acon nate tobe soles thot tho stop | ftom tran poy cable'on the rack s made use ot o protect ihe ooo ene 3 Anno movements winen \olation ‘ot that sectioning: pont Ceol : i Clough the distance between the stop signal aad the sectioning point has net + i been specified in the rules, itis desirable 1o Provide 120m between the stop signal i point 2 Conte tne of the Insulated overiap/section insulclog var te sectioning 2 | Point. : 3 | 123° Sectioning arrangement in aliferent type of stations - double line section 5 | ee yons having no emergency cross-overs: he sectioning atsuch a statlonis solely : i Wan in@ © block on one section or the other, the toatinne esta normally Vom ens aang treats ee tes Moa dituatbats of teil fas energies 3 Svein gd cease tities al Ws Ursin over Ihe GOllon Of hace where live, 5 evetnegd equipment is avaliable, Fig, 3.12.1 will make this cles i f OF. SIN e a Pp, feduired belween the main line and the Isop Ing, ce eete, iN ate o GrOUP oF loop lies of iwo or more, tect lonley ened iO pe Provided io include the loop lines into an independent elec, ntary section, Ur Eare of loiGe number of loop lines the chances of damage te the vey Sautbmen! being more thoy should invariably be isolated to koe neo ven ee operative, : ‘ £ oF SIN t 1 FIG. 312.2 i 1 ‘ ‘i iH . i £0F STN . a 1M } oy om), 850m. | | FIG. 3.123 | Stations with emergency cross over and no loops: The emergency cross ovor ‘enables diversion of train from up track 10 down tracks and vice-versa. Trains coming on the wrong track can also be token back to the correct frack .pa i Con pot ine emergency cross over, eolalion oh hes stations should i be as shown In Fig. 3.12.3 s0 that the longest train con be pulled ‘peyond 1ho { cross over before backing. Its ‘advisable tolocate the ‘advance starter sufficiently f ‘away from the cross over 80 that It Is possible fo accommodate the lorigest train between the emergency cross ‘over and the a dvance starter. Otherwise provision i i potte be, made in the station working rules for shunting of tains beyond the aa advance starter. Sfotions provided with emergency oross overs cna nes:Thelsolalion or0nge 0 |s available the Srey shown In Fig, 3.12.4 ond 3,12:6 Is adopled: ‘Where spo insulted overlap and the fsotator should Pe provided between the points A ond 128, Bes hewn Wy Hy. 3.124, Olhewwise the insulated overlay should be provided botore the point ond @ section insulalor provided on the foop line os indicated in Fig. 3.12.5. g oF STN 501m, 120m, ety 7 100) F1G.3-12-5 | rave pone comman tees cn tha same side of a track: “senecaiiy { Wal aR ash Lora tt =tche main ling ci loop \ con. oe elactiically conneciea onty to the adjoining main i ‘wath such a. common loop also have a facing cross-over which Can-bé used for civersion of trains from sne line fo the other without reversing, The sectioning snould permit fromm one line fo the olfver in both the directions. the sectioning ments diversion of given in Fig, 3.12.6 would meet these req | \ | | | £ OF STN i I Wet ES E-==S,, CSI oe FIG. 3.12.6 COMMON LOOP Stations having a group of common loops on one side: sectloning crrangement shown ‘in Fig. 3.12.7 should be followed. oF STN a 6 booX 10) | —_ & : i 1201 | Q $ tH f::4esenterneen ncaa Dist 2004 120m ‘OM Pp ff SSP OFL (ONLY) ‘ EIG 3-12-38 130, ee uo wouud SE Sn ee eS S086 bb Oo i SOY oO Pee eee ee tae oe Fee oO Whiuiw un SSP 4s located the sectioning arrangement shown in fig. 3.12.8-can be adopled. However. this anangement canno! be adopted ol feeding posts because the cross-over wil be connected to Iwo different sectors and in case of extension of {eed the section insulator would be actoss two different phases ain subjected 10 A4 KY. Passage of an elactile locomotive under such conciion: would result In bridging of two phases. This can damage the section insulator assembly, : Common loop situated in between the two mom tines: It the common loop ts belween the iwo main lines the common loop can be connected to the up of down line through a pair of interlocked isolators. The scheme Is indicated In Fig. 3.12: 7 gor STN HooO. eq HOO a he hos ee 7004 ei ; CO leat : SOOT 101 a % INTERLOCKED ISOLATORS ONLY ONE CAN BE CLOSED. 1G, 3.12.9 APA Tia Sectioning for loca sheds and mojor yards: A seporate feeder may be provided to feed overhead equipment of major yard/loce shed. The feeder shall be Provided with a circuit breaker of its own to isolate faults on the OHEs of the yord/ locoshed without affecting the main line. If the yard/shied Is within 4 km from the traction substation a separate feeder can be economically un, iitls beyond 4 km, supply to the yord/shed may be effociod through an interrupter located in the $$P wilh provision to supply eilhor frotn Ihe Up or trom the Down line. in cose’ the circuit breaker is out of sorvice for maintenance alteinative orrangement Is made to top the overhead eciulpment citecily through af Intetlocked Isolator. The arrangements are shown in ROSO's DRG. No, ETI/PSI/704-1. Mojor yards are notmally.separated as Up and On yords. Each yord again is subdivided as reception yard, dispatch yard, sorting yard, Marshalling yard etc. These yards If electitiod must be electtically Independent of each ather. Each * yard, If it consists of more than four lines each, may be electrically divided into two or more élomearcty sections consisting of gicups of 3 to 4 tines each. Eoch lementary section is fed tough cn lsofator frorn © bus connected to the yard intetrypior in such @ «vay thal Inleruplion to way elementary section cou: foinimum upset to the yard working. enmesres nce nan oa RERUNS pee : “oo 5 hee sh on ray eS, Single line taking off from @ main tunning lines, the following procedure Mey be adooted in consistent with operational teauiemeng. Take ci#trom main tine: 1 rom single line section at the take off proud mm Mala running-line) must be mage willy Gupleats source. This would Provide power supply ail along as shown In Fg. 3 19h Tee eee 645 fds bene 0 he power supply fr bn, o Up MAIN: —~ i DN MAIN x SINGLE LINE oO = =) 1G. 3.12.19 t Y ‘ If at take-off polnt any switching statlon exists, ne power supply in such cases eyke ensued by providing an Interupter ot switching station for the single 3° section. : O- prar2n with single {double toop tines: the loop tine/lines Is/are to be isolated by => Sere 1g.an insulated overlap on the main ine and sock reac assembly o Senet ee f° Koeping the sovtions monienes Seta yams ce a ere aes len BY G slop signal, The crrangemenls setae ere following two Figs, 3.12.11 ond 12 20 0 0-D-1-0-0-)-- o ”. rawr * DD, Sisvtion with goous platioun:iy such a sation fsolation facies shoul be provided for the goods piattoun as shown in Fig, 3.12.13. FIG. 3.12.13 vv” “uud D etter ti tec eg EI ate Pe eta es ee o> 9 f © wu 4 cHaPToR 12 oO OHE SPCTIONING -o 3.12.1 Purpose The overhead equipment iy Insulated overtaps andy * Conditions clecticat ¢ by means of interry “iuided electrically Info sections with neutal sectlons, ~ h section insulators at tumn-outs, Under normal working © 2 or ek intained by bridging the Insulated overtons Soi tO!s aNd isolation of small sections of ONE res oO mnmaemance onc/fepalis ts possible. Sectioning of Gis should be kept fo a 7H minimum consislgnt wilh operational requirements - @ ‘ / 2122 Use of slgnais (6¢ protection ‘ : Normally the inaistact aiarinn tenet ta CHAPTER 13 GUIDELINES FOR ELECTRIFICATION, OF PETROLEUM SIDING/LOOP 3.13.1 Introductory Incorder to avold ony sparking during loading/unioading c2eratlon of petroleum « product et ihe pelroleum siding/loop the loading/uniocding zone should bs Pretoled from the rest of the tailway net-work and eleciical continuity should Bo maintained between the petroleum installations, the track of the siding/loop aad overhead equipment of the siding/loon and these should be connected to earth through the 25 kV Isolator earthing heels. 3.13.2. Wiring of loops The arrangements as shown In sketch No. E1/ONE/SK/S30/Shee! 1. Mod "A" sholl be made for the purposo: : 1. An equipotential tink (L) between the petroleum Installation and the relevant track shall be provided. 2. An Insulated joint in the tails of the track shall be provided to avold risk of propagating stray currents. 3. The rails of relevant track shall be connected to eorth. 4, Short neulrol sections shall be provided In the ‘overhead equipment at tho: fwo onds of the 20n9 over which loading/unloading operations are carled , oul, - 5, the Insulated jolnts on the sails of the track and the short neutral sections 1m the HE shall correspond with each other at the resoective ends. 6. 25K isolators with éaithing heels for the OHE and Isolating switch across Ine jmulaled joint in the rails and the oquipotential tink snail be provided with locks and interlocks os prescribed. 7. Both rails shal! be longitudinally bonded. The rails shell also be tronsvorsoly bonded ot 20m intervals with one transverse bond aso et 30m beyond the insulated Joints on the ralls at both ends. 8. Every traction structure ond metalic structure In the vicitty of siding/loop shal be provided with a structure boncl, Copper rivets shall be Used for Jointing such bonds. fl 9, An earth electtode shall be connected to each rall of the petroleum siding! : Aeon either side of the insulated Joint on tho 1,. The volue of ccih Reblance of an earth elactrode shall not exceed If ohm. : t t 10, The connections of the isolating switches to the tails Gcross the insulated joint i yee ee tals shall be made vilh Insulated copper coale (similar to that for senarge/eonhing pole assembly tor 25 kV ac fracile7) which shall be Con” j fected to both rails. The connection of Joints snail Le by means of coPPaT tivets. esr nent EN Noo spe to ndicale Ihewnls oF ne totdene: 11 two boords swale hung oncotenon uniogaing zone. 3.139 Wing of deod end sings for goad - end petroleum sidings, ha orangemen! shown in sketch Wo, MONE! ‘5/578 shoil be lcilowed, 3.134 Precautions |. No off tonk wagon shot 1-2 petmilied lo be slobled under "UVE" OM inspectionreooir 2. Poolncsiniievicinly thedeingyloop svaibeetfacis:, erent aot vais C=, eH) wlth minimum of bo earths 3, Turing operation fo elecire action the canfinuy ofthe OHE and tre sels "Fone shell be maintcined atte! the equigetentiot Ink belween etioloum siding fects 1s opened: tack ond ley islotore end isolaing svitchot a sane hes ekzeningfetosing of 25 ‘sin he nove attached to ROSO's rai nding an6 tection pUIpOSe: ‘Shoteh No. EIVCHE/SKIS20 Steel 2 Lene es LS a s, t Om Be cae of eect Ky ~~ ~~~ = Teuvmist ssouy @anv@x : i 3NOZ ONIYOINT/ ONIGVOT : ; ee 5 5 { i = Tove 6 4 j FT vA : | (CRMORS 10 EHO ONY ISTIENTT ONINNNE NIV a t SCOIVONIGIS_ WAS TOULS: WOs ZHOS TANS? 30 SINSWSONVEEY 9 NMOS rome i . . at oot ” onaannwnano nan0gn0g 0 80 0. Oh. « BS AC 8 EC ee ES! ROTSFSS 5 PEI Se CS ‘ 4 \ Org. No. ET/OHE/SK/530, Mod A (Sheet 2) Notes i The arrangements ot the petroleum siding/loop in tespect of the OHE earthing/ Sending and other detals ara indicates intr Skeich No. ET/OHE/SK/530 ‘SHEET -1, MOD "A" the short neutral sections on’elther side of loading/unloading zone In the OHE °F the sidingloop ‘shall bo as per Drawing No, ETI/OHE/G/02161 Sheet -2, The 28 KV Isolators for the OHE viz, olators (C) snulches across Insulatect joints on rails viz leolaty ihe equipotentialiink () shail be so Interlockee i Nd Closing cre as Indieaied below: ) and (D) and the isolating, ing switches (A) and (8) and hat thelr sequence of ogening 9)'For traction purposes 1. The eaulpotential tink () between the tack Of petroleum siding/, '80P Gnd petroleum installations shall bo kept ‘open. 2. The 26 kV Isolators (c) and (0) as well as th @ Isolating switches (A) ‘ond (8) across the insulate, Joints on rail shall be kept closed, ©) For loading/unioading of petroleum product after wagon Is placed In the zone Indicated 1. The 28 kV lsolate, (0) shall be opened tist with its key. The key feleased trom the Isolator (0) shall be -used te open isolator (C) {he KSy released trom 2 KV Isolator (C) shal be used to open ‘koloting switch @). The kay released on opening Isolating switch (®) shall be used fo open Isolating switch tay, 3. With the key released trom the isolatin, 1g switch (A) when opened the eqalpotential link (L) shall be closed and locked, 4, Thereatier the loa ‘ding/unioading of the petroleum product may commence, 138 DAnaan g a uaud 2 PON290N DODO O 9 Be MS % dp us n dou aca Le aan ab ——_— eLS/US/BHO/ILS | | | enooov 3aL RYGOANODDY GE WOE Wy 5837 LON 36 THYHS 0. 2HVISIO 3HL “37gISvas SV “ve NOWIVUL BO HLUY2 NY 39 TWHS (¥L4} 3X0 JO NCLLYNIWY3L 3X14 ONIAVH ASWH NOLLIVUL FHL “In0-NUNL 30 3201S BIH ioe ch anowent 3 owoQTDNE NOU IWS IIIETS aos OaSM ANTS "194 1 : See a enlondioNOT O3GIAOwa we TVW CHOB VY 2H 7 Saas suava ta on O91930N09 38 TIYHS DAIS O42 OY30VOE 40 YE NOLLIYYL 3AL : vise novcoved 15V OL UUYBN 34 TIVKS 11 1N@ 3HOZ_SNOWoTN “sve ao or urna | aa PILE 0) €3GNOE + weno Fare eae ee ey oe tat aaa) 231 99 Tvs: ous Ne fan ; oa army Cena eS atvaasaauanoe gd ve i | oy30'VOd 40 Wd NOWIYUL LY 3NOZ ONIGYOINN/ NOVO! Zu ONS onan 1 SONST3T aaa —>3T0N 139 seix3 2HL MOUS avy CANA) MOL 32 TIVHS 1SYH NOUDYE ASYT 3L_S EESE gun sonuus num 4s¥H NOWDYEL a “svn NouDvaL Siu | ay yovas GSuUeNN SY G3oidoud 36 OL CUYOS meinen q i OnIcIS GNa GVad WNAIONLSd YOs HO (9°9 if - | RAST JO SINSNSONVERV ONTMOHS HOLSXS, 60 8 OF OG 10.0 0 O00 Of By odie HO OF GOH NOH OOO DH q © a (es 3 SOW oS ot 2c 6.cltohoo ec ze s < fe CHAPTER 14 NUMBERING OF OHE MASTS 3.14.1 Purpose. The actual site location of the rallway track all along the route hos so for been Gpproximately indicated by numbering of the telegraph posts. But with elect: fication the overhead communication line sunning parallel close to the frock are replace wilh underground screen cable. As for many purposes the overhead equipment site location has io be correctly known. particulaily for maintenance, Gnd also in accident/b1eakdown sifuallons, therefore, the overhead equipment masts have to be numbered to Indicate thelr position .e. kilometerage and the location within the kilometerage, of the route. The mast number is also used for identification of thé section of the overhead equipment and the fine to which It 7 belongs. There will nommally be 15 to 18 masts in a kilometer and each mast Is given a number in serio! order starting fom the kilometre post. The number is in two patts, the kilometre being shown above the line Gnd the mast serial number below the line. For exomple (70/1) indicates the first mast from kilometer post no 70 on the upline. In times of cccident if the first Rallway person reaching the spot reels out the numbers of masts uffected over the coniral line the overhead ‘equipment depot can arrange tu: *nd the correct relief material and avold much confusion/lime delay in restoratic: 3.14.2 Single tine section In singte line section where there is no chance of future doubling. numbering is done progressively in the direction «f increasing kllometerage, 1.6. 70/1, 70/2 etc. In case doubling Is expe sted in future, the system of numbering will be according to para 3.14.3 below. 3.14.3. Double tine section All fraction masts on the Up track are given odd numbers i. 75/1, 75/9.28/5 etc. ‘and masts on the Down track even numbers Le. 75/2. 75/4, 75/6 etc, land 2 are the serial number of the masts Immediately after every kilometre post. Numbering Is done progressively In the direction of increasing kliometerage as shown in Fig. if 3.14.1, Since the overhead equipment masts on Up and Down line are normally located : opposite each other, the mast numbers } & 2 wlll be in one line opposite each olher. Similarly mast numbers 3 & 4 will bo In one line and so on. In.cose the spans on the Up and Down tines are not equal ond the masts are not in one line, the masts are numbered In such a Way that the higher sorlal number does nol occur at a lowor kilometerage (see Fig. 3.14.1). rian beset ROTI: ia “cue omen PPE Gee emo eee 7 4% Gem PS 4S oA 2 7a 1 i ‘sf Nae pe ea CCC ST a a | : : vives | — in sup sos oorp bx ead I a yi fee | a | [| eed 3-H ED de) Og eee > ow : i km 78 7502 71 1818" i 75 7813 1518 1817 t vp. i on Tren Von 13t8 Ken 7513 7815 717 ue, ow F1G.3.16.1 ee et ae S i 3.144 Multiple section ee In multiple track sections, suffix “A” Is to be given to multiple track masts. For Instance, In the cose of section consisting of Up main, Down main, and Up slow and Down slow tracks, the stow track masts will be numbered 75/1A, 75/3A etc. for Up slow line and 75/24, 75/4A etc. for thé Down slow line. Uprights of Portals erected in multipte track sections must be numbered with reference to the main fine only Le. 75/1, 75/2 ete. gE 3.14.6 Individual masts Single cantilever and double cantilever most supporting overhead equipments: of tracks on elther side (Umbrella type) for loops and sidings shall bear the station code and the sertal number in one thousand (1000) serles. The station code Is to be given above the horlzontal line and the serlal number below It, Masts of Up. Loops and siding on Up tine.side Is given odd number 1001, 1003, 1005 ete. In order i of increasing chainage lirespective of the number of loops. The masts on the Down, i loops and sidings on the Down line side are'given even numbers 1002. 1004, 1006 : etc, Incase several independent cantilever masts for different loops are located: in the same chainage the loop mast nearest the main track beors the lowest : number in the serles (see Fig. 3.14.2), This system of numbering is appiled trom, ‘one end of the yard in the kilometerage of the starting point and progressively higher numbers are glven In the direction of Increasing choinage whether It Is Up of Down yard. the numberng does not Indicate the kilometre. oa Sore Oe eee 3.14.6 Portals In case of @ portal the uoriaht of the portal nearer! fo the mal track is givon & eee in 2020 somes, the other uDright of the pores given @ MINOT the 3000 aoe in cose of thiee log partaie the forlhest teg from ie moIn track is given a number in the ACCO somes. 2s aswell as the loops ticens respective of the Incase the portal is covering Up and Dawn ‘and sidings, the numbering sha: Ga +i for Hhe may fact that It, also covers the loops. : Incase aportolis covering Upmeiniine andanumbe || :pside secondary racks, the upiight which Is loccted necr the min fine cl 66 numbered with respect yee etin track. Other uprign: is given the scme nurnbet wilh Suffix "A's 2001-3001, 2003-3003 The uprights of portals in Up yard snall have odd number |e. 002-3002, 2004-3004 los ond the up-tights in the Down yard even numbers he. 2 ete, 3.14.7 Headspon Mast procedure for numbering the mast of a head spans the seme that for portals Getoiled in preceding paras except that the masts of Ihe head spans are given numbers in 5000, 6000, 7000 series. 3.14.8 Branch line masts ‘All masts on branch line taking off from ihe main : vena prefix letter indicative of the brancti line status of the-mest. tpacie Pradhankanlo- Pothardih which takes off from the main line ot Prac + is given In prettx otter “P" which Is Indicative of Pathardih viz 70/14 3.149 Alternative numbering Mast on loop/yard lines-can aiso be numbered with o lotterfword prefixed Indi- cating the nomencigiure «f the fine e.g. the mast numbsis of © {90065 ling in coeee gel sierien cio may be numbered asl. G2elc, below Mh ation code. hen ang.ng tat rund fing may be NUM: 12 S16 jhig method Gén be adopted * sub sequently. 3.14.10 Switching station’masts Masts at the switching station are numbered wlth the station code of the switching Motion for example KGP/1 means kharagpir switching station. mast No. |. 144 CHAPTER 15 NUMBERING OF EQUIPMENT 3.18.1 Generat {n order to identity the location of any equipment covering the overhead eauip- ment andswitching station a code for Identifying the type of equipment followed by @ serial number Is given, Ihe abbreviations used ore: AT: 25 kV/230V Auxtiary Transformer LT: Booster Transtormer BM: Infertupter tor main tine BS: Interupter for yard line 8X : Bus Coupler Interupter BC : Bus Coupler Isolotor CB: Circuit Breaker cl: Curent Transformer OP: Double Pole isolator LA: Ughtening Arestor PT: Potential transformer ‘SF Single Pole Isolator at switching station SP; Single Pole Isolator at substation i SM: Isolotor for main tine I $$; Isolator for secondary line/loop/yarc } TR: Power Transformer i 1 £ach power iranstormor. potential trunsformer,current transformor Is given a serial fuinber In g Railway starling orn OF excep! 28 kV clrcull breakers which will be done according to para 3.15.3. : 3.16.2. Extra High Voltage Circult Breakers EHV (220/110/66KV) circuit breakers are given Iwo digit numbers progressively i increasing in the direction of ineteasing klometerage starting from 01, For ex. i ‘ample. the fst high voltage clicult breaker is numbered as C5/01 ana subsequent it ones as C8/0?, CB/03, I il 9.15.3 25 KV Circuit Breakers 25 KV clicuit areokers are given three digit numbers -.odd numbers e.g. CB/101! CB/103, CB/i05 etc. for feeder Bretkers and even numbers CB/100. CB/102, CB/ 104 etc. for sansformer circuit breakers. ‘The serial number of transformor and circtit breczer ako follow geographical teqvence within a subsiation/teoding post, Lower ruber is given for the equipmont connected a lower kierneterage Gnd higher ember for the equisment connected to the higher kilemeterage. ruaigonemariebinstmeiRRMEEY souengpenstmmacinneronenneearmarensce or “ j 145 ooo 2 &-@,a5e 2 0.9/9 Sf SiS OF OSU ED OO 90 oe | aI : Vyteks Gy GAGS CSG 7 7 Co ee ee 9OF HOH AHH OOF Os SNON93S_A8VINSWSS ONY SINBWdINDS . | 30 ONINSEWAN SNIMOHS Wu: Vid TWoidAl \ ~ do ai hs ‘ ” ‘8 DAA Inteuuplors | \ ie Tre maintino 254Vinterrupivts ore numbered sortally. progressively increasing from is @ datum point on a raliwa? e.g. BM/O1, BM/02. BN1/03 cic. f os 3.15.5. Yerd intercuptors : Cy the, yard interruptors are numbered sertolly on a Railway 1.6. 85/01, 85/02, 85/03 C “2 plc. Where there are diferent yareis for Up and Down ditection, the interuptor i i ‘or Up yard Is given odd number and that for the Dn yaro ik given even number, 4 ue 3186 Ofer ecubmeni ; | be On @ Railway, other equipments are numbered setiay - umber increasing “sy progressively lrespective.of Up of Down tne, preferably according fo increasing - b kilometerage [ I 5 3.15.7 Numbering of elementary sections 9 Elementary section for main line Is given a number beg:nning with the serial [ b umber of interuptor which foeds It (ee Fig. 3.18.1), ) z b7 8 The first two/three cigils of the number for on elementary sectin Indicate the I i 34 Governing Interruptor and last two digits indicate the progressive serial numbers ) s 3 : This serial number for the Up line are odd numbers starting with 01 for example \> 301.3409 oe. end even numbes for Bown tne staring win 02 wenves oe0s, Sty 3504 ote, ; ‘4 ie Yord elementary section: The elementary section number of yard lines starts with ot 88 ihe number of the isolator coxtroling the feed of the line with a prefix. "X", For ¢ so example if on isolator having number 118 controls the feed of the lines of the ] feception yard ihe elementary section number of the line Is X118. : an interlocked isolator, numbering of the elementary section must correspond | to the isolator number which normally feeds the ling. | 3.158 Type of number plates i Tho number plates are provided in accordance with Dig. No. RE/39/P/760l. | coccocaokeoe coe ce SR Hees OOOO Uist of Inporlant Prowings issued by RDSO Gor detoltedintonn. N ‘Us! of Spoctlications and Lrawings for Equipments and Cw: Matotials For Railway Fleciic action * issued by ROSO may be referred 10.) i Gp Gonora! Avangement i “s one i ws eIvonie7@,00112 ETVOHE/S/04207 | £/ONLIG/00131 EW/OHE/G/04208 i? an evOnEZS 700702 EN/OHEPG/04211 Puyo seat 102 ENONE/G 049 12 Oa 1 igoou fe702 100 En1fO11F 76705101 ; Uuzestt.75702 106 ENON 1G (05102 i 1 /OHEsG702 108 EN/ONE/G/05 103 | TOWN TG /02 11 CIONEZG 05104 Huo 76702113 EMOHF/G/05 106 HIYVONEIS/O2116 EI/OHE/G/05 107 RE/OHE/G/02121 EN/OHE/G/05106 EN/OHE/G/02131 EN/OHE/G/05121 EM/OHE/G/02141 EN/OHE/G/05122 i ETVOHE/G/02151 EN OHE/G/05123 ' ETI/OHE/S/02161 ENM/OHE/G 05143 : FH/OHIEVG/03121 EN/OHE/G/05207 ; HI/OIEFE/03 151 EN/OHE/G/05306 c LAVONEIG/03 182 EIV/OMNL4/08307 i ET/OHEG/04201 EW/OHE/G/05413 ETI/OHE/G/04203 ENI/OHE/G/08: : Livni ¢G704204 EM/ONE/SK/375 i Ei/ONErG/04205 ENN/OHE/SK/530 E/OHE/SK/578 . Psi etvPsiyvooa enyesyo212 ET1/PSY/008 ENy/Psi036 E117PS1/008 E1/PS1/702-4 Liyvsyor | HIyesi(7041 Enyesyoz2 Assemably/Component a One E1ivOHiE7P/ 1400 EN/OHE/P/$500-1 ENVONEIP/14 10 EN/OHE/P76100 EN/OUIL P7300 EIVOHE/P/7501 EH/OHE/P/5300 wit one {usc po026 e1ycyo076 FIVICISKI191 Cr nen i bac 70064 ee roe er enoeoe nt
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