13.

SIGNALLING GENERAL

13.1 ENGINEERING SCALE PLAN (ESP):

An Engineering Plan depicts the Geographical details of the Yard including other fixed
Infrastructures in the vicinity. It is to the Scale, shows various Dimensions, Gradients,
Points & Crossings, Trap Points, Goods Lines & Sidings, Platforms, Foot Over Bridges,
Way Paths in the Yard, Cabin Buildings & Relay Rooms, SM’s Office and other
Operating & Commercial Units, Residential Quarters near the Station and Railway
Boundary etc. An Engineering Scale Plan (ESP) should, inter-alia, contain following
information:

(i) Station Name & its Location with Kilometerage.

(ii) Terminal Station Names on either side as also on Branch Lines, if

any.

(iii) Name of next Stations on either side as also on Branch Lines, if

any.

(iv) Distances of next Stations on either side as also on Branch Lines,

if any.

(v) UP & DN Directions.

(vi) Direction of North at the Station.

(vii) Grades and Gradient Posts up to 2 Kms. on either side.

(viii) Chainages of various points in the Yard like Points, LC Gates,

Bridges & Culverts and other Structures from Centre Line of Station
Building on either side.

(ix) Types and length of Bridges with Chainages.

(x) Location of Cabin Building and Relay Rooms etc. and distances
from Centre line of the Station and nearest track.

(xi) Clear Available Length (CAL) of all running & non-running lines
and sidings etc.

(xii) Type and length of Turn outs, Sand Humps, Derailing switch /
Trap Points used.

(xiii) LC gates, if any.

(xiv) Position of Foot Over Bridge (FOB), Culverts and any other
permanent Structures.

(xv) Distance and position of Slip / Catch Sidings, if any.

(xvi) List of Infringements to Schedule of Dimensions, if any along with
Name of Approving Authority condoning such infringements.

(xvii) Special Restrictions imposed, if any.

(xviii) Principal Chief Engineer (PCE)’s Drawing No. and Approval.

Following points are to be checked and ensured for compliance while checking an
Engineering Plan from the view point of Signalling:

(i) Turn outs and Crossovers should not be proposed on Girder

Bridges. Point should be clear of Guard Rails.

(ii) For Passenger Lines 1 in 12 Turn out or less steeper Turn out
should be used. In exceptional cases only, 1 in 8 ½ Turn out with Curved
switches may be proposed.

(iii) Permissible Station Gradient should extend up to 50 meters

beyond the outer most Point.

(iv) There should be no change of Gradient within 30 m (BG) / 15 m

(MG) of the Facing Point.

(v) Passenger Lines should be isolated from Goods lines and Sidings.
Means of isolation should be available for isolating Main Running Line
from all other connected lines.

(vi) There should be adequate space between two Points taking off in
opposite directions (5 m in case of electrical operation of Points and at
least one Lock Bar length in case of Rod operated Points).

(vii) Point should not take off from LC Gate. It may be on either side of
the Gate.

(viii) LC Gate on Overlaps should be avoided.

(ix) Diamond Crossings, Single / Double Slips should be avoided.

(x) Facilities of simultaneous Reception and Dispatch, as required,

are available.

(xi) Size of Cabin Building / Panel Room / Relay Rooms / Battery &
Equipment Rooms and other needed infrastructure space for Facilities is
adequate.

13.2 CHECKS TO BE MADE ON POINTS AND CROSSINGS BEFORE

TAKING OVER FROM ENGINEERING DEPARTMENT FOR
INTERLOCKING:
Following Checks are to be essentially made before taking over from Engineering
Department for Interlocking:

(i) Feasibility of Operation of Points.

(ii) Suitable path for Rod Run, sufficient space for Foundations of Cranks &
Compensators, in case Point is to be Rod Operated.

(iii) Availability of Spare Levers in the Lever Frame, if the Yard is equipped
with Mechanical Signalling, operated from Mechanical Lever Frames.

(iv) The Point is with correct Gauge, permissible Cross Levels & Versine,
Perfect alignment and without Kinks.

(v) The Point is in correct Square with correct spacing.

(vi) Ensure correct Housing of Tongue Rail with Stock Rail.

(vii) The opening of Tongue Rail is 113 mm – 115 mm and should be equal on
both sides.

(viii) The clearance between bottom of Rail and top of leading Stretcher Bar
under the Stock Rail is between 1.5 -3 mm.

(ix) The Point must be fully Ballasted and well packed to prevent lateral &
longitudinal play.

(x) Creep should not be allowed in Point Zone and to ensure this Creep
Anchors should be provided, if necessary.

(xi) Gauge Tie Plate is provided in case of Wooden / PSC Sleeper Layouts.

(xii) Long Sleepers, as required, are provided.

(xiii) Provision of matching Liners in case of Layouts with PSC Sleepers, both
on outside and inside of Rails.

(xiv) Spacing of Sleeper Nos. 2, 3 & 4 and Holes on Stock Rails and Tongue
Rails, for fitting of S&T Equipment as per requirements depending upon
method of operation.

(xv) In case of Loose Heal Switches:

(a) The Tongue Rail houses against Stock Rail and remains
so when pressure is removed.
(b) The plained surface of Tongue Rail houses fully against
Stock Rail.

(xvi) In case of Fixed Heal Switches:

 (a) The Tongue Rail normally remains in mid portion and will
have equal tension on both sides.
(b) The plained surface of Tongue Rail houses fully against
Stock Rail.

(xvii) For Fan shaped curved Layout, ensure correct fixing of curved &
straight Rail as per LH / RH Turnout.

(xviii) Provision of Flexible Stretcher Bar so that they flex equally in both
positions.

13.3 STATION WORKING RULES (SWR):

Station Working Rules (SWR) provides the Rules, Procedures and Methods to work
Trains at the Station. These Rules are Station specific and are to be read in conjunction
with General and Subsidiary Rules and Block Working Manual. Station Working Rules in
no way can supersede GR & SR and Block Working Manual.

(i) No Station can be commissioned unless SWR for that Station are
prepared and issued well in advance.

(ii) SWR are prepared and issued jointly by Sr. DSTE or DSTE and Sr.
DOM / Sr. DSO or DOM / DSO.

(iii) Whenever any alteration or modification is done at the Station which

affects the working of Trains, a Correction Slip is to be issued for affecting
changes in the Station Working Rules. SWR are to be revised after issue
of such 3 Correction Slips.

(iv) All Operating Staff of the Station are required to read and understand the
SWR carefully, understand the Rules / procedures contained therein
clearly and sign in a Register, called Assurance Register, in token of
having understood the Rules prior to undertaking any Train Operational
work at that Station.

(v) SS / SM of the Station have to read and explain the Contents of SWR to
Class IV Staff and obtain their Signatures in the said Assurance Register.
This is to be repeated whenever any alteration / modification is issued to
these Rules.

Contents of SWR:

SWR Contains following appendices:

(i) Appendix ‘A’: Working of LC Gate.

(ii) Appendix ‘B’: System & Working of Signalling / Interlocking / Block.
(iii) Appendix ‘C’: Telecommunication.
(iv) Appendix ‘D’: Duties of Station Staff.
(v) Appendix ‘E’: Essential Equipments of the Station.
(vi) Appendix ‘F’: Names of the Fog Signalmen.
(vii) Appendix ‘G’: Traction (RE) Working.
Following Information should be available in SWR:

(i) Station Working Rule Diagram (SWRD) - It is a miniature Interlocking

Plan.

(ii) General Layout and Description of the Station with Code and Location
with Kilometerage of adjacent Stations and their distances.

(iii) Block Section Limits, Station Section and Gradients.

(iv) Running and non-Running Lines, Sidings and their Capacities.

(v) Level Crossing Gates and their Working.

(vi) System and Method of Block Working and types of Instruments used.

(vii) Working of Trains and Working of Staff.

(viii) Conditions for Granting Line Clear and taking OFF LSS and Reception
Signals.

(ix) Methods for simultaneous Reception and Dispatch of Trains.

(x) Methods for Blocking Levers.

(xi) Methods for checking and confirming Complete Arrival of Trains.

(xii) Any special conditions for receiving and dispatch of Trains as also for
their Through running.

(xiii) Working of Motor Trolleys and Material Lorries.

(xiv) Shunting Limits and Procedure & Working of Sidings.

(xv) Procedure for working Trains under cases of TFC (Total Failure of
Communication).

(xvi) Procedure for introducing Temporary Single Line working on the Double
Line Section, in event of emergencies.

(xvii) Essential Equipments of the Station.

(xviii) Names of the Fog Signalmen.

(xix) Names of the Visibility Test Object (VTO).

13.4 SCHEDULE OF DIMENSIONS:

Schedule of Dimensions is a Book which, inter-alia, prescribes various Dimensions to
Track Structures, Rolling Stock as also the clearances of various Structures from the
Track. Rolling Stock moves over the Track from place to place over different Railways
and it is necessary that both the Rolling Stock as well as the various Structures
alongside the Track like Signal Posts, Cabin etc. are of uniform nature, so that a
particular Rolling Stock can safely pass by the side or under a Signal Structure without
any Danger to Passengers traveling on the Trains or without any likely damage to the
Goods that is likely to be carried in the Trains. Not only that there should not be any
likelihood of damage being caused to Structures alongside the track like Signal Posts,
OHE Masts etc. by the moving Vehicles.

For the above reasons, Schedule of Dimensions is to be followed rigidly by all the
Railways. There are three different Gauges in India, BG 1676 mm (5 ft. 6 in.), MG 1000
mm (1 metre) and NG 762 mm (2 ft. 6 in.). Hence there are three sets of Schedule of
Dimensions.

Schedule of Dimensions is divided in three parts.

(i) The first part consists of Standard Maximum Dimensions. The second
part consists of Recommended Dimensions. The third part consists of
existing Infringements which are allowed to continue.

(ii) The Standard Dimensions are those which are absolutely binding on the
Railways and violation of the minimum and maximum laid down in this
part of the schedule is not allowed without the specific previous Sanction
of the Railway Board obtained through Commissioner of Railway Safety
CRS. Standard Dimensions include:

(a) Dimensions of various Structures within the Yard.

(b) Dimensions pertaining to Workshops and Station
Machinery.
(c) Dimensions of Rolling Stock – Carriage & Wagon and
Locomotive. This part includes Dimensions pertaining to
Wheels and Axles, Height of Floors, Wheel Base and
Length of Vehicles.
(d) Dimensions for DC & AC Electric Traction plus clearances
required from Live Conductor Wire.

(iii) The Recommended Dimensions are those which are recommended to be

followed by the Railways in view of introduction of wider Rolling Stock and
higher Rolling Stock on the Railways. These Dimensions must be
provided for all new construction, Doubling and Re-Modelling of the
Yards. For Example, minimum Distance prescribed between centre to
centre of Tracks is 4275 mm (15 ft. 6 in.) and is to be adhered to in all
future works.

(iv) While the Schedule of Dimensions were being formulated, there were
several Infringements on certain Railways as regards Structures, centre
to centre Distance between Tracks etc. All these Infringements could not
be immediately removed after publication of the Schedule. The third part
 consists of these Infringements and Railways were directed to remove
these Infringements on a regular programmed basis.

As long as Standard Dimensions can be adhered to in the case of New Works or during
Yard Re-Modelling and Doubling, CRS’s Sanction is not necessary even if the
Recommended Dimensions cannot be adhered to but in all such cases where Standard
Dimensions are not infringed and Recommended Dimensions are not being followed it is
necessary to point out the same specifically to Railway Board in the Proposal for Works,
for obtaining their Sanction.

It is necessary that every Railway Servant who is in any way connected with the
Installation and Maintenance of any Structure is fully aware of the Schedule of
Dimensions to see and ensure that the various laid down Dimensions are not infringed.
To S&T Department, the Schedule is all the more important as the S&T Equipments and
Structures are scattered all through within the yard along the Track. Clearances from the
Track of Structures at various heights have been prescribed in the Schedule and are to
be followed by S&T Staff religiously to ensure Safety of the Equipment, Staff and
Traveling Public.

13.5 PREPARATION OF DETAILED ESTIMATE:

Guidelines to be observed, while preparing the Detailed estimate are given below:

(i) Details of the Cost for the needed Building works and Electric Power
connections shall be included by obtaining them from Civil Engineering
and Electrical Engineering Departments. The two Costs shall be provided
for under the separate sub-works.

(i) Establishment and supervision Charges, where necessary shall be

included.

(ii) Additional Weightage for Works to be done under Traffic conditions

shall be included as per the rulings in vogue.

(iii) Provision shall be made for additional Staff Quarters required for
additional Maintenance Staff to be posted as a result of induction of the
Project / Work.

(iv) For Line Capacity Works, the Estimate shall be prepared on the basis
of Requirements furnished by the Operating Department. In this case, the
Justification for the proposed Work as also the anticipated Financial
Implications shall also be given by the Operating Department.

(v) Costing for the Work shall be done on the basis of Authorised
Schedule of Rates for each Item of the Work and the prevailing Price list
of the Stores. Variation in Schedule of Rates is not permissible unless
specifically approved so by the Chief Signal & Telecom Engineer
(Construction).

Report accompanying the Detailed Estimate shall generally include the following:
(i) A Clear Description of the Work to be carried out and the Objective to be
gained by its execution together with such Information as will enable the
Sanctioning Authority to appreciate the necessity for the Work.

(ii) Reasons for the adoption of the proposed Layout or Design with special
reference to any variations from usual practice and its Special Feature, if
any.

(iii) When the Project is of a nature involving considerations of Special

Character such as a new System not tried out before or falls under the list
of Important Works like Provision of RRI, Automatic Signalling and CTC
etc. the Report shall contain a complete account of the basis on which
every part of the Estimate has been framed. Utility of the Work, when
carried out and the Special Method with which it is proposed to execute
any portion of the Work including the Engineering Details thereof shall be
amply highlighted.

(iv) Full details of the Local considerations which may affect the Work /
Project.

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