Professional Documents
Culture Documents
Handbook
on
Safety in
Signalling
Ver-2.0
CAMTECH/S&T/2022-
23/SS/2.0
August-2022
CAMTECH/S&T/2022-23/SS/2.0
August-2022
FOREWORD
In Indian Railways, signalling system is used to direct railway traffic and keep
trains clear of each other at all times thereby ensuring passenger safety as well
safety of assets. In addition to this, safety of manpower involved in installation
and maintenance of signalling assets is also important. With the modernization
of signalling infrastructure the focus is to prevent hazards by improving safety
and enhancing capacities. Some of these hazards result due to erroneous safety
procedures, malfunctioning of equipment or tools, lack of knowledge of safety
procedures or failure to utilize necessary safety equipment such as conductive
mat, goggles, protective apron etc. Hence it is necessary to ensure safety
measures at workplace, both for maintenance personnel as well as equipment.
With the advent of new technologies, sophisticated and sensitive electronics and
computer based signalling equipments are being used in Indian Railways. Apart
from general safety precautions, these systems require additional safety
precautions as per RDSO guidelines and manufacturer's specifications.
CAMTECH has reviewed the "Handbook on Safety in signalling" prepared in
the year 2006 and updated it with latest safety precautions in the light of latest
developments in the field of railway signalling.
I hope that the information given in this handbook will be quite helpful to the
personnel engaged in maintaining the Signalling system in Indian Railways and
taking preventive measures to avoid safety hazards.
Blank Page
iii
PREFACE
Signalling System enhances safety in train operations which is inherent in the form of
interlocking between various functions. However, additional safety precautions are
required for the safety of equipment and manpower. Upgradation and replacement of
equipment in use over Indian Railways is a continuous process and is undertaken
based on its condition, operational needs and availability of resources. Hence safety
guidelines are required to be revised after any new development. Over the years, there
have been revolutionary improvements in the field of railway signalling due to
advancement in technology, for example, Integrated Power Supply, Digital Axle
Counter, LED Signal, Electronic Interlocking, use of Optic fibre cable etc. Their
installation and maintenance procedures are also different from conventional
signalling systems. These systems require distinct safety precautions such as earthing
and surge protection, electrostatic discharge precautions etc.
In view of the above, a need was felt to review the safety guidelines for signalling
issued by CAMTECH in the year 2006. Apart from general safety precautions, this
handbook also covers various safety precautions for Mechanical & Electrical
Signalling installations, Modern Signalling installations based on Electronics &
Communications, Fire Safety in Signalling installations and Additional Safety
Precautions for Signalling in RE Area.
We are sincerely thankful to Railway Board, Signal Directorate RDSO Lucknow,
West Central Railway, Northern Railway and all S&T personnel of Indian Railways
who helped us in preparation of this handbook.
Since technological upgradation and learning is a continuous process, you may feel
the need for some addition/modification in this handbook. If so, please give your
comments on email address dirsntcamtech@gmail.com or write to us at Indian
Railways Centre for Advanced Maintenance Technology, In front of Hotel Adityaz,
Airport Road, Maharajpur, Gwalior (M.P.) 474005.
TABLE OF CONTENTS
FOREWORD .............................................................................................................................. i
PREFACE ................................................................................................................................ iii
TABLE OF CONTENTS ........................................................................................................... v
ISSUE OF CORRECTION SLIPS ............................................................................................ x
DISCLAIMER .........................................................................................................................xii
OUR OBJECTIVE .................................................................................................................. xiv
CAMTECH PUBLICATIONS ............................................................................................... xvi
ABBREVIATIONS ............................................................................................................. xviii
Section 1..................................................................................................................................... 1
GENERAL ................................................................................................................................. 1
1.1 Introduction: ................................................................................................................... 2
1.2 How to achieve the safety: ............................................................................................. 2
1.2.1 General Safety Precautions to be observed while working on signalling circuits: ........ 2
1.2.2 First Aid in case of Electric Shock:................................................................................ 2
1.3 General Safety Precautions during working with Electrical & Electronic Equipment: . 3
1.4 General Safety Monsoon Precautions for S&T Equipments: ........................................ 4
Section 2..................................................................................................................................... 8
Safety in Mechanical & Electrical Signalling installations ....................................................... 8
2.1 Electric Lifting Barriers: ................................................................................................ 9
2.1.1 Safety Measures to be Provided at Level Crossings: ..................................................... 9
2.1.2 Safety Precautions During Maintenance: ....................................................................... 9
2.2 Electric Point Machine: .................................................................................................. 9
2.2.1 Precautions-General: ...................................................................................................... 9
2.2.2 Disconnection of point: .................................................................................................. 9
2.2.3 Locking: ....................................................................................................................... 10
2.2.4 Notches in Stretcher Blades: ........................................................................................ 10
2.2.5 Obstruction Test: .......................................................................................................... 10
2.2.6 Obstruction Test for Point Machine for Thick Web Switches: .................................... 10
2.3 Track Circuits: .............................................................................................................. 10
2.3.1 Maintenance of DC Track Circuits: ............................................................................. 10
2.3.2 Maintenance of Audio Frequency Track Circuits (AFTC) in RE Area: ...................... 11
2.4 Relays: .......................................................................................................................... 12
2.4.1 Requirements: .............................................................................................................. 12
2.4.2 Installation: ................................................................................................................... 13
2.4.3 Sealing of Plug-in Relays:............................................................................................ 14
vi
The correction slips to be issued in future for this report will be numbered as follows:
Where “XX” is the serial number of the concerned correction slip (starting from 01
onwards).
DISCLAIMER
It is clarified that the information given in this Handbook does not supersede
any existing provisions laid down in the Signal Engineering Manual, Railway
Board and RDSO publications. This document is not statuary and instructions
given are for the purpose of guidance only. If at any point contradiction is
observed, then SEM, & Railway Board/RDSO guidelines may be referred or
prevalent Zonal Railways instructions may be followed.
xiii
xiv
OUR OBJECTIVE
If you have any suggestions & any specific comments, please write to us:
CAMTECH PUBLICATIONS
CAMTECH is continuing its efforts in the documentation and up-gradation of information on
maintenance practices of Signalling & Telecom assets. Over the years a large number of
publications on Signalling & Telecom subjects have been prepared in the form of handbooks,
pocket books, pamphlets and video films. These publications have been uploaded on the
internet.
For downloading these publications
Visit www.rdso.indianrailways.gov.in
Go to Directorates → CAMTECH Gwalior → Other Important links → Publications for
download - S&T Engineering
or click on link
https://rdso.indianrailways.gov.in/view_section.jsp?lang=0&id=0,2,17,6313,6321,6326
A limited number of publications in hard copy are also available in CAMTECH library which
can be got issued by deputing staff with official letter from controllong officer. The letter
should be addressed to Director (S&T), CAMTECH, Gwalior.
For any further information regarding publications please contact:
Director (S&T) – 0751-2470185 (O)(BSNL)
Or
Email at dirsntcamtech@gmail.com
Or
FAX to 0751-2470841 (BSNL)
Or
Write at
Director (S&T)
Indian Railways Centre for Advanced Maintenance Technology,
In front of Hotel Adityaz, Airport Road, Maharajpur,
Gwalior (M.P.) 474005
xvii
Blank Page
xviii
ABBREVIATIONS
Following abbreviations are used in this Handbook:
Abbreviations Description
AC Alternate Current
AFTC Audio Frequency Track Circuit
ACI Air Core Inductor
BPAC Block Proving by Axle Counter
CCIP Control Cum Indication Panel
CCITT Consultative Committee for International Telegraphy & Telephony
CCTV Closed-Circuit Television
CH Crank Handle
CMU Central Monitoring Unit
CRC Cyclic Redundancy Check
DAC Digital Axle Counter
DC Direct Current
DG Diesel Generating
DR Green Aspect Controlling Relay
DWC-HDPE Double Wall Corrugated- High Density Polyethylene
EI Electronic Interlocking
EKT Electric Key Transmitter
ELD Earth Leakage Detectors
ETU End Termination Unit
EUYN Emergency Route Section Release Button
EWN Emergency Point Button
FAT Factory Acceptance Test
FP Feeding Post
FSBI Failsafe Block Interface
HHR Double Yellow Aspect Controlling Relay
HR Yellow Aspect Controlling Relay
HT High Tension
IB Intermediate Block
IPS Integrated Power Supply
JPO Joint Procedure Order
xix
Section 1
GENERAL
1
Handbook on Safety in Signalling 2.0
1.1 Introduction:
Unsafe conditions at a workplace or site are hazards that have the potential to cause injury
or loss of human lives. In the context of Railway operation, it may put the lives of
maintenance personnel as well as passengers in danger and at the same time may incur
damage to railway property and disrupt train traffic resulting in huge revenue loss. Some
of these hazards include erroneous safety procedures, malfunctioning equipment or tools,
or failure to utilize necessary safety equipment such as goggles and masks. Unsafe
conditions can be found in a variety of workplaces, for example Relay Room, Power
equipment room, Level Crossing Gate, Station yard, Signal post, near point machine etc.
in relation to S&T department. Hence it is necessary to ensure safety measures at
workplace, both for maintenance personnel as well as equipment.
2
Handbook on Safety in Signalling 2.0
3
Handbook on Safety in Signalling 2.0
While working on the electrical/electronic equipment always use rubber shoes, mat,
gloves or dry wooden platform to maintain the separation from the earth.
Before switching on the equipment always ensure that the circuit is properly
connected and no person is working on the circuit.
Before doing any experiment always have full knowledge of experiment and all
required tools; equipment and circuits with you.
Never use short cut methods while rectifying a failure.
Before starting any maintenance, repair, always disconnect equipment from mains.
Never pull the plug from the socket by holding the lead wire of mains.
Whenever working on the mains your hands should be dry. Never touch the mains,
electrical equipment with wet hands.
If there is any high voltage capacitor in the circuit always touch or disconnect the
capacitor after discharging it.
4
Handbook on Safety in Signalling 2.0
Ensure that All nylon pieces of insulated joints, Insulation of stretcher bars & point
rodding are intact and replace those in bad condition.
Ensure that defective/worn out glued joints are replaced before onset of monsoon.
In flood prone areas ensure that Track lead Junction Boxes are raised without
infringing Schedule of Dimensions.
Adjust the track circuit parameters within safe working limits.
Check all traction bonds in track Circuited Portion of track and attending deficiencies
through Electrical Traction department.
Check and ensure proper Earthing for axle counter field equipments and Evaluator.
5
Handbook on Safety in Signalling 2.0
Top up Gear oil in gear box and seal the top cover in point machine. Perform greasing
of point machines and cleaning of crank handle contacts. Ensure availability of
Gasket and Carbon in point machine.
Waterproofing of point motors shall be done for the points situated in low lying flood
prone areas. Spare point motors and contact assemblies shall be kept at stations.
Check cable entries to ensure that the cable is in healthy condition physically besides
meggering and ELD monitoring. Clean all the terminals to avoid deposition of
moisture on the accumulated dust, to avoid low insulation.
All point motors carbon brush covers shall be sealed with silicon sealant after proper
cleaning of commutators.
Identify cabins/relay and equipment rooms prone to rain water leakage/seepage and
take corrective steps.
7
Handbook on Safety in Signalling 2.0
Section 2
8
Handbook on Safety in Signalling 2.0
9
Handbook on Safety in Signalling 2.0
2.2.3 Locking:
{Ref.: Para 19.3.2 (b) of New SEM (July-2021)}
Electric Point Machine covers shall be locked. The cover provided for insertion of crank
handle shall also be locked with separate key providing access only for crank handle and
crank handle key.
2.2.6 Obstruction Test for Point Machine for Thick Web Switches:
{Ref.: Para 19.4.6 of New SEM (July-2021)}
The detector slides, lock slides and drive rod must be so adjusted with 5 mm thick test
piece placed between the switch and gauge face of stock rail at 150 mm from the toe of
the point. The following to be observed:
Friction clutch de-clutches the motor from mechanism.
The point cannot get locked either by clamp lock or by locking segment inside the
point machine.
Lock segment does not enter into the notches of locking slides.
Switch detection contacts do not make.
The slipping current is not exceeding twice of the normal working current.
10
Handbook on Safety in Signalling 2.0
There is always a good connection between power feed and track, relay and track and
also between adjoining rails, through jumpers and rail bonds.
The ballast resistance always remains high and does not fall below prescribed
minimum values.
The limiting resistance shall be as high as possible.
The insulating joints are of high resistance.
The surface of rail is clean and is free of dust, sand and foreign materials.
The circuit is properly energised during wet weather on minimum ballast resistance
conditions and during dry weather on maximum ballast resistance conditions. The
track circuit shall not be over-energised to such an extent that the shunting value
drops below 0.5 Ohms for all types of track circuits. These values shall be obtained
irrespective of whether the track is provided with concrete sleepers or wooden
sleepers.
The connection of DC track relay shall be quarterly interchanged to prevent
permanent magnetisation.
Tuning area shall be devoid of check rails, level crossing, insulated bond and each
fish plated joint shall be bonded with jumpers of adequate thickness.
Special precautions shall be taken to ensure the tightness of connection of rail and
tuning unit.
A frequency assignment scheme for the track circuit shall be decided in advance and
it shall be strictly followed.
Terminal junction on insulation joint to track circuits with the same frequency is
prohibited. However, frequencies not belonging to same pair can be used.
Cable cores of same cable shall not be used for connecting transmitter & receiver of a
track circuit.
When wiring and installing track circuit, circuit pairing should be observed in the line
cables. Each transmission or reception shall use conductors from one same pair.
Circuit pairing results in cable transmission parameters being changed and may
induce significant cross talk levels in adjacent circuits.
11
Handbook on Safety in Signalling 2.0
The design and installation of field equipment should take in account the requirements
for mechanised track maintenance and should not be hazard for men walking along
the track.
Protection against atmospheric voltage surges shall be installed on each pair of
conductors providing a link to the outside in order to limit the harmful effect of
lightening on electronic equipment. This protective arrangement shall cover against
both common mode and differential mode voltages on line.
Transmitter, receiver and power supply shall be mounted in standard relay rack in a
manner to allow maintenance and testing staff to view the track relay while making
adjustments.
TUs and ETUs shall be mounted at a minimum distance of two meters away from the
near rail as it gives good safety margin to staff.
In case of failure of track circuit, attempt shall not be made to pick up the track circuit
by adjusting the gain of receiver of TC without investigating the cause of drift in the
receiver voltage.
Impedance bond within track circuit shall be tuned with the correct resonating
capacitor across the auxiliary coil and this tuning shall match with the frequency of
track circuit.
Maximum length of track circuit depends upon various factors like ballast resistance,
frequency adopted, track layout (whether any level crossing or bridge falls within
track circuited area) and vendor of AFTC, and it cannot be laid down in absolute
terms. Broadly its length is limited to 700 m in end fed mode.
2.4 Relays:
{Ref.: Section 2 Chapter 21 of New SEM (July-2021)}
2.4.1 Requirements:
Approved type of Plug-in Line relays of Neutral/Polar Biased/Magnetic
latch/Interlocked type rated at 24/48/60 V DC shall normally be used. Approved type
of LED Lamp proving relays shall be used for LED Signal lamps.
Approved type of Relays shall be used in RE & Non-RE areas.
12
Handbook on Safety in Signalling 2.0
Time element relays of approved type shall be used. Where approved electronic time
element relays are used, these shall be two in number and their contacts shall be in
series in the concerned time release circuits.
The relays, including track relays, located in the track side location boxes, shall be
plug-in type.
All plug-in relays and relay groups shall be provided with coding pin arrangement to
prevent the wrong relays/relay group being accidentally plugged-in during
replacement. All relays, relay groups shall be sealed.
As far as possible, all relays shall be housed in the Relay Room of the controlling
cabin to achieve maximum centralization.
Sequential proving of front and back contact shall be ensured where metal to metal
contact relays are provided.
Removal or replacement of plug-in relays/relay groups from the relay racks during
operation shall not cause any unsafe conditions in the circuits.
Where feasible all relays except track relays, shall have 10% of working contacts as
spare subject to a minimum of one front and one back to facilitate addition and
alteration to the circuits at a later date. Extra space (minimum 10%) to accommodate
repeater relays shall be provided in the relay rack to cater for future expansion.
Where magnetic latch relays are used, the circuit shall be so designed so as to prevent
undue dropping of the relay due to back EMF generated by other relays.
Wiring of 'Q' type relays shall be done through flexible multi strand wire preferably
and contacts to be paralleled as feasible.
Mercury wet contact type relay shall be used for flasher circuits, alternatively, a solid
state flasher may be used. If solid state flasher is used, flashing indication on
operating panel should be provided for indicating healthy condition of flasher.
Relays shall not be stored in the vicinity of damp or chemically polluted environment.
Sealing screws of the relays shall be intact.
Storage: Relays shall be kept in reasonable storage condition. It shall be ensured that
such a storage place is not in the vicinity of damp or chemically polluted
environment.
Transportation: Care shall be exercised in transporting the relays from the place of
storage to the work site so that the relays do not get damaged.
2.4.2 Installation:
As far as practicable, the Relay Room is not located in the vicinity of chemical factory,
loco shed or engine ash pits etc. In case it becomes unavoidable, necessary precautions
shall be taken so that relays are least affected by the chemical fumes, dust etc. and are
provided with dust free environment. Relay Room shall be provided with double locks
and door opening shall be monitored through Data Logger.
Where relays cannot be located in the Cabin, they shall be housed in location box of
approved type which are properly secured.
In 'Q' style relay the code pins configurations for plug in relay shall not be changed by
drilling additional holes on plug board to avoid fixing of a wrong relay which may
lead to unsafe condition. In Siemens K-50 relays, the Code pins position on base plate
should not be changed and to be retained as fixed by the manufacturer.
All relay clips shall be checked for proper locking in the base when plugged in.
Extreme care shall be exercised while removing the clips from the jacks of the plug-in
type relay.
In all installations, a relay index board shall be provided for locating relays easily.
13
Handbook on Safety in Signalling 2.0
Relays involving external circuits shall have cross protection and double cutting.
Signal control relays shall preferably be provided with double cutting.
A contact analysis chart shall be prepared duly showing the contacts used circuit-wise
with reference and spare contacts available, wire count for each contact and relay
position in the rack.
Number of contacts in a circuit shall not exceed 45 Nos. due to voltage drop
consideration. The voltage across R1 & R2 of a relay shall not be less than 22 V.
Where available, spare contacts shall be paralleled with working contacts.
In case of metal to metal contact type relays, sealing of the cover shall be done by not
below the rank of JE(Signal) at site. Whenever seals have to be broken at site for
maintenance purposes, the same shall be done by an official not below the rank of
JE(Signal).
Line Relays shall be energized at the rated voltage specified in the specification.
2.4.4 Maintenance:
Cleaning shall be done regularly so that dust is not deposited on the relay.
Ensure that there is no loose connection on the terminals and plug in relays are fitted
tightly & the sealing is intact.
Ensure that metal contacts are not blackened due to arcing. There is no pitting of
carbon contacts. No foreign materials or water vapour which can cause fungus
formation, are inside the relay. There is no rusting or sulphation on the parts.
Ensure that the relays are not due for P.O.H., wherever applicable.
During routine inspection and maintenance, if high contact resistance is observed on
any contact of a relay, spare contact to be used or the relay should be replaced.
14
Handbook on Safety in Signalling 2.0
b) Wiping of contacts
c) Arcing of contacts
d) Pitting or charring of contacts
e) Dust accumulation on contacts
f) Electro-plating
g) Corrosion, rusting of components
h) Crack or breakage in components
i) Presence of fungus and ants inside the relay casing
j) Charring of cover near contacts in the case of plug-in-type relays
k) Corrosion of Label
l) Absence or tampering of seal
m) Effectiveness of relay retaining clip to be checked in case of Q Style Plug-in Type
Relays
n) Any other abnormal condition
2.4.6 Replacement:
Metal to carbon contact miniature plug-in type relays should not be overhauled. These
relays except track relays should not be used after completion of the Codal life of 25 to
30 years or after their failure. Plug in type track relays have to be replaced on completion
of 12 years or earlier if warranted by the actual condition of the relay and/or its usage.
15
Handbook on Safety in Signalling 2.0
The display of the layout on the front of the Control Panel shall be well proportioned,
and each track circuit shall be clearly distinguished by different colours.
A Control cum Operations Panel with Indications (CCIP or Control Panel) for route
switches/buttons, point switches etc. shall be provided in Geographical order.
However, a separate Indications panel and a separate operating panel may also be
provided for large installations for convenience.
The Route setting shall be on "Entry/Exit" principle for installations of Route Setting
type. Each route shall be controlled by means of two push buttons-one at the entrance
and the other at the exit of the route. In Non-route setting type installations, after
setting of the route by individual operation of points is completed, signal can be
cleared by an individual push button in conjunction with a group button or by an
individual switch
Controlling each signal or a common switch for conflicting signals which are not
required at the same time, or one push button at the entrance and other at the exit end.
SM’s Key control arrangement shall be provided on Control Panel/VDU, to prevent
any unauthorised operation.
Provision for emergency route release shall be provided on Control Panel/VDU. This
emergency operation shall be recorded through a Non resettable Counter incrementing
for every such operation.
16
Handbook on Safety in Signalling 2.0
All Emergency operations shall be two-step process, to safe guard against unintended
operations.
Locking and Sealing arrangements shall be provided for the covers of Control
Panels/Block Instruments etc. to secure against unauthorised opening. Relay Rooms at
stations shall be provided with double lock arrangements.
Individual push button in conjunction with a common push button or two/three
position switches shall be provided for individual operation of points.
Where a route has more than one overlap, it shall be possible to select and set the
desired overlap beyond the exit signal of the route.
Where the route has alternate approach routes, it shall be possible to select and set the
desired route with desired overlap.
The switches/buttons shall have distinctive colours so that they can be readily
distinguished, such as running signal red, shunt signal yellow, calling on signal red
with white dot & exit button white. The alternate overlap white with black dot,
alternate route Grey, point black, slot green, crank handle blue and point group button
black with red dot etc.
2.6.2 Do’s & Don’ts for Control Cum Indication Panel (CCIP)/Control Panel in
PI/RRI:
{Ref.: CAMTECH’s Publication’s on “Do’s & Don’ts for Panel Interlocked Station”}
2.6.2.1 Do’s:
Check that Emergency Point Operation (EWN) button and Emergency Route Section
(EUYN) buttons are sealed. If found not sealed, then check the entry in the concerned
register and ensure that it is correctly maintained, get it sealed and ascertain the cause.
Check that all the counters are working properly and in accordance with entries in
respective register i.e.
a) EWN Counter Increments on each emergency point operation.
b) EUYN Counter Increments on each emergency route section release.
c) EUUYN Counter Increments on each emergency route release.
d) OYN Counter Increments on each overlap release.
e) COGGN Counter Increments on each calling-on signal clearance operation.
Check that, when SM’s key is taken out, it shall not be possible to do any operation
from Control Panel. Also ensure that the signal can be put back to ‘ON’ in this
condition without altering the route.
Check that the buzzer and ‘Push button/buttons have been left pressed’ indicator is
working.
17
Handbook on Safety in Signalling 2.0
Always obtain a written memo from the on duty ASM before doing emergency route
section release by EUYN key or emergency point operation by EWN button.
Check that the panel indication for flasher is working properly.
Check that adequate numbers of button collars are provided on the operating panel.
2.6.2.2 Don’ts:
Don’t do any such operation on the panel, which interferes with the movement of
trains.
When the point zone track circuit is showing occupied indication, do not try to
operate the point with EWN button without ascertaining that track circuit is dropped
and no vehicle is standing on the track.
For testing of points, do not operate the points without getting consent from outdoor
staff on VHF set, mobile phone or group telephone.
Don’t break any seal without getting a written memo and entry being made in the
concerned register.
18
Handbook on Safety in Signalling 2.0
Don’t do any maintenance work in the Relay Room during the train movement in the
station yard.
Don’t do any cleaning / oiling maintenance work on points without the knowledge of
ASM panel and other works without having proper disconnection memo.
ii. A case has come to light where plastic cover provided over a route unit was not
checked during the whole monsoon period and the wiring was cut by rodents
resulting in unsafe side failure.
The rating of fuse provided on housing of Route Aspect shall be 100 mA 250 V
irrespective of all makes. (Please refer RDSO Technical Advisory Note No.
STS/E/TAN/2001 dated 04.06.2015 regarding Guidelines for fuse rating on Route
LED Signal Aspects.)
19
Handbook on Safety in Signalling 2.0
20
Handbook on Safety in Signalling 2.0
2.9 Fuses:
{Ref.: Chapter 19 of New SEM (July-2021)}
2.9.1 Precautions:
Fuses shall be of approved type and appropriate rating. When fuse is not provided
with fuse blown off indication, additional indication circuit may be provided.
At the time of commissioning of any signalling installation, the normal load current of
every circuit shall be measured and recorded. These recorded values shall be checked
with the theoretically obtained values. Fuse of correct capacity which should be not
less than 2.5 times the rated current, shall be provided.
When there is a case of fuse blowing off, the concerned circuit current shall be
measured and compared with the original recorded value. If there is a variation, action
shall be taken to locate and remove the defect before a new fuse is inserted.
For LED signal aspects, fuse of prescribed rating (0.6 Ampere if not prescribed
otherwise) shall be used.
21
Handbook on Safety in Signalling 2.0
22
Handbook on Safety in Signalling 2.0
Cans or metal jugs should not be used for carrying water required for topping up the
cells.
Electrical connections should always be kept tight. Loose connection causes failure
and may cause sparking.
2.12.1.2 During installation:
Mount the batteries in well-ventilated, clean and dry rooms.
For small battery installations, natural ventilation through windows and doors may
normally be sufficient. However, for larger battery installation (more than 12 cells).
Forced ventilation methods using exhaust fans must be provided.
Separate battery room are necessary to avoid the adverse effect of fumes on other
interlocking and power equipment as well as to provide
free access to the maintenance staff (battery rooms are
not double locked.).
The battery room shall be provided with acid proof
flooring and acid proof tiles on walls up to suitable
height.
Wherever, batteries are kept in field inside the location
boxes, suitable openings/holes are necessary for
ventilation.
Where batteries are housed in location boxes, these
housings shall be painted with acid resistant paint.
Fig 31: Battery Room
In some applications, where a few cells are required to be kept
in offices, equipment rooms, residence etc. they may be
housed in wooden boxes proved with enough holes for ventilation.
Locate the batteries away from direct Sunrays and heat emitting system.
Place the batteries on rugged wooden racks of sufficient height so that it is possible to
inspect and maintain them properly.
Two or more coats of acid resistant paint of approved type shall protect the racks.
The racks shall be level and mounted on approved type of insulators.
The cells shall be installed as per approved drawings.
Insulate the cells from the floor and from each other using insulators. Place wooden
planks under the batteries wherever the cells are kept on masonry racks and floors,
metallic frames and location boxes.
Keep the individual batteries properly aligned and levelled to avoid stress on the
connectors/cable. Keeping battery insulator block under the battery is desirable.
Ensure proper clearance between adjacent cells for connecting the battery terminal
connectors and between adjacent rows from the angle of maintenance.
Wooden battery racks must be protected against decay by painting them using acid
resistance paint (Type 2 of IS 158-68).
On receipt of charged secondary cells, the vent plugs shall be removed and the height
of the electrolyte shall be noted, if it is below the prescribed level, the loss may be due
to spillage during transit. The level of the electrolyte can be restored by adding battery
grade acid of recommended specific gravity.
2.12.1.3 During Maintenance:
Maintenance tests and repair work on the cell, which may interfere with safe
operation of trains, shall not be started until movements are fully protected.
24
Handbook on Safety in Signalling 2.0
Temporary repairs or adjustments shall be made in such a manner that safety of train
operation is not impaired when repairs and or adjustments are made.
After the maintenance and repair work (Including temporary repair) are completed
tests shall be immediately carried out to ensure that the connected apparatus functions
satisfactorily.
Checks/tests on battery and general cleaning normally do not affect the circuit it is
feeding. However, care must be taken to ensure that the working circuits do not get
affected.
For maintenance and repair works (including temporary repairs) which may require
disconnecting or recharging or replacement of the battery, disconnection notice must
be issued to the ASM on duty and work commenced after the same is allowed and
necessary precautions have been taken. This will ensure safety in train operation.
Always use suitable goggles and rubber gloves and wear an apron while working with
battery electrolyte.
The vent plugs should be kept in position and tight. If a vent plug is lost, it should be
replaced early to prevent spillage of electrolyte.
Only approved hydrometer and Voltmeter should be used for recording observations.
Electrolyte is highly corrosive and should be handled carefully to avoid injury to
person or damage to clothing or equipment. If the electrolyte is accidentally spilled, it
should be flushed with plenty of water immediately, after treating with washing soda
solution.
Do not allow open flame smoking near the batteries to eliminate danger from
explosion or fire.
Extreme care must be exercised to avoid a spark or flash when changing connections
or working on or near the battery.
Battery lead should first be disconnected at a point remote from the battery set.
Metal jugs should not be used for carrying water required for topping up.
Do not mishandle the cells, Specially during transportation.
Do not hold the cells by the electrode terminals.
25
Handbook on Safety in Signalling 2.0
Do not mix ordinary conventional low maintenance batteries with maintenance free
VRLA batteries.
Do not tamper with the cell vent.
When rolling the cable drum either for unloading or transportation, the drum shall
always be rotated in the direction of the ‘arrow’ which is marked on the drum.
26
Handbook on Safety in Signalling 2.0
Before the cable is laid in the trench, a visual inspection of cable shall be made to see
that there is no damage to the cable. It shall be tested for insulation and continuity of
the cores.
Whenever mechanized equipment is used, the work shall be carried out by a trained
operator under the supervision of SSE/JE(Signal), in charge of the work.
2.14.1.4 For Laying of Cables:
The main cable laid parallel to the track shall normally be buried at a depth of 1.0 m
from top of cables to ground level, including those laid across the track (1.0 m below
the rail flanges). The depth shall not be less than 0.50 m for tail cables. In theft prone
areas, the cables may be laid at a depth of 1.2 m with anchoring at every 10 m.
The ducts being used shall be of such design and length to prevent/minimise damages
to cable by any other future digging activities in the vicinity. The ducts shall have
suitable covers to prevent water collection in the duct.
Cables belonging to other department must not be laid in the same trench along with
Signal & Telecommunication cables.
a) A distance of approximately 10 cm must be maintained between cables of other
department and signalling cables.
b) The signalling cables must be separated from LT power cables by a row of bricks
or any other approved means and from HT power cables a minimum of 3 m
separation shall be maintained.
Where several cables of different categories have to be laid in the same trench, they
shall be placed as far as possible in the following order starting from the main track
side, so that in the event of failures, the maintenance staff may easily recognise the
damaged cables.
a) Telecommunication cable
b) Signalling cable
c) Power cable
Signalling cables for outdoor circuits should not normally be laid above ground. In
exceptional cases where it becomes unavoidable, the following precautions should be
taken:
27
Handbook on Safety in Signalling 2.0
a) The cable should be suspended in wooden cleats, from cable hangers or in any
other approved manner so that no mechanical damage occurs to the cable even
under exposed condition.
b) The cable supports shall be so spaced as to avoid sag.
c) In station yards, cable shall be laid in ducts suitably protected.
d) Indoor signalling cable should normally be laid on ladders, channels or in any
other approved manner. The cables should be neatly tied/laced.
Where it is necessary to take the cable between the tracks, it shall be carried in
trunking/Duct/pipe kept sufficiently below the ballast level.
While laying the cables in accordance with the above instructions, the following
instructions should be adhered:
a) Outside the station section, the cables should generally be laid at not less than 5.5
m from the centre of the nearest track.
b) Within the station section, the trenches shall preferably be dug at a distance of not
less than 3 meters from the centre of the track, width of the trench being outside
the 3m distance.
c) At each end of the main cable an extra loop length of 6 to 8 m should be kept.
After laying the cables, back filling of the trenches should be done properly. The soil
excavated shall be put back on the trench, rammed and consolidated.
Where the cables are entering the Cable room/Relay Room/apparatus case etc., the
cables shall be firmly held with suitable clamping arrangement, so as to avoid
downward displacement.
2.14.1.5 For Testing of Cables:
Periodical Testing of Signalling cables shall be as under;
a) First measurement of insulation of the cable should be carried out after laying of
the cable and after first monsoon for all the conductors.
b) After major work in a yard, all cables should be meggered afresh.
c) In all other cases, Insulation Resistance shall be tested periodically as given
below:
Table 1: Insulation Resistance Testing Periodicity of Signalling Cables
28
Handbook on Safety in Signalling 2.0
Earth Leakage Detector (ELD): Shall be provided in all signalling installations and
shall be interfaced with Data logger (wherever feasible) for remote monitoring.
2.15 Earthing, Lightning & Surge Protection Devices:
2.15.1 Earthing:
Earthing of cables, equipment, buildings and structures is done for one or more of the
following purposes:
a) Lightning & surge protection of equipment.
b) Earthing of metal screens of telecommunications cables and equipment for reducing
Electromagnetic interference.
c) Human safety.
2.15.1.1 Precautions:
{Ref.: Para 19.11.3 of New SEM (July-2021)}
The lever frame and other metallic frames of the cabin shall be earthed.
The earthing shall be provided at every location box where cables terminate.
The earthing shall be provided at each signal.
Wherever possible, the common earthing system to be provided for closely located
location boxes, signal posts, etc. Separate earth is required for equipment requiring
functional earth only.
Sheath & Armour of Main cables to be earthed. Armour of OFC shall be earthed at
both ends. It is not necessary to earth the armouring of unscreened cables when they
are used as a tail cables except in special cases where the length of the tail cable
exceeds normal prescribed limits.
In case of signals falling within 2 m from the electrified track, the protection screen
shall be connected to an earth.
There shall not be any possibility of simultaneous human contact with metallic bodies
connected to different earths, where it is not possible to provide suitable spacing or
partition between various metallic objects referred to above, they shall be connected
to a common earth.
Common/Equipotential earth for modern electronic equipment such as EI, DAC, Data
logger etc. to be used in Relay Room. Earth value shall not be more than one ohm and
shall be measured annually during dry season.
Earthing wires from subsystems to earth terminal shall be of distinctive colour. Green
or Green Yellow (GNYE) colour is recommended for quick identification of a loose
or disconnected earth wire.
All earth wires shall be as straight as possible and shall never be coiled.
Earth wires should be of adequate current carrying capacity and should not be less
than 4 Sq. mm copper cross-section or its equivalent.
Earth resistance up to 10 Ohms is normally permissible for protective earth except
when specified otherwise. For electronic equipment, Earth resistance shall not be
more than One Ohm.
Earthing of approved type shall be provided for each block instruments and other
signalling equipment at a station. Dedicated earthing arrangement to be provided for
earth return circuits individually if any.
The resistance of earth for signalling circuits shall not exceed 10 Ohm or as
prescribed by OEM/RDSO. If the resistance is more than the required value, steps to
reduce the earth resistance shall be taken. If it is still not possible to reduce the value
29
Handbook on Safety in Signalling 2.0
below the required value, even with the adoption of these methods, additional earths
may be provided in parallel.
Where more than one earth electrode is used, the distance between two earthing
electrodes shall be as per approved design.
2.15.1.2 Regular Checks/Upkeep of Earths:
{Ref.: Para 19.11.9 of New SEM (July-2021)}
Block earths and their connections shall be examined at intervals of not more than
One Month by JE (Signals) and not more than Three Months by Sectional
SSE(Signal)/In charge.
Block earths shall be tested for resistance at intervals of not more than 12 Months by
Sectional JE/SSE (Signal). Where the resistance exceeds 10 Ohms, action shall be
taken to reduce the resistance by providing additional earths in parallel.
If routine testing indicates that existing earth electrode system is not satisfactory, a
new earth electrode system (or part of a system to supplement the existing system)
shall be provided.
Equipotential bonding to be provided for all the equipment for effective lightning and
Surge protection in Signal Equipment Rooms, such as End Goomties/cabins.
Nowadays almost all equipments used in S&T department include the electronic
devices which operate on low voltages. The low voltage equipments e g. UPS, Battery
Charger, Inverter, control systems, etc are provided with surge components like
MOVRs avalanche diodes, gas discharge tubes etc. inside the equipments. The
internally used surge protection components prove to be inadequate towards the surge
protection solution. Hence to protect these devices from transient over voltages
produced due to lightning, switching of inductive loads, ignition and interruption of
electronic arcs etc., suitable surge protection arrangement is required to be done at
different levels.
30
Handbook on Safety in Signalling 2.0
This is provided with an external lightning conductor or Early Streamer Emission (ESE)
Air Terminal on top of the building connected through a down conductor to ground
(EARTH). This is known as class ‘A’ protection.
By this arrangement 50% of lightning energy is connected to ground. Depending on the
area, size of the structure to be protected and the type of protection varies.
31
Handbook on Safety in Signalling 2.0
The power line of electronic signalling equipment shall have Class B & C type 2-stage
protection. Stage 3 protection is also required for protection of power/signaling/data
lines. Class ‘B’ and class ‘C’ type protection devices shall preferably be pluggable type
to facilitate easy replacement.
32
Handbook on Safety in Signalling 2.0
33
Handbook on Safety in Signalling 2.0
Section-3
34
Handbook on Safety in Signalling 2.0
35
Handbook on Safety in Signalling 2.0
36
Handbook on Safety in Signalling 2.0
f) If Axle Counter cannot be reset, due to any reason or it fails again after resetting, it
should be treated as failed and the Signalling maintenance staff should be advised
immediately for rectification.
Table 2: An Overview of Axle Counter Resetting Arrangements
(b) Point zones/ Conditional Reset On duty ASM Will show ‘Clear’
Loop lines/Sidings and another after operation in
operating staff Column (3)
*For Station Section: Once the axle counter has failed and is showing fault condition, the
first train shall be piloted as per extant rules, after verification of the clearance of the
reception line. After the piloted train has cleared the portion being monitored by the axle
counter, the axle counter may be reset. The reset device shall be operated by a key which
shall be kept locked in a separate box in the SMs office. Whenever, it becomes necessary to
operate the reset device, the resetting shall be done jointly by the on duty ASM along with
another Operating staff.
37
Handbook on Safety in Signalling 2.0
Do not carry out any testing activity on quad cable when connected to counting head
to prevent short circuit.
Do not attempt to repair any of damaged boards or components at site, send it to Firm
for repairing.
Do not handle any of the boards without following necessary precautionary features.
Do not spare boards at wet locations as it may affect characteristics of components.
38
Handbook on Safety in Signalling 2.0
Always wear a strap grounding device. The wrist strap should have a 1.0 M Ohm
current limiting resistor. Connect the wrist strap grounding connector to suitable
ground connection.
Periodically check each wrist strap for continuity using an approved tester. Continuity
readings must be between 500 K Ohms and 10 M Ohms. Discard any wrist strap that
does not meet this criterion.
Always handle printed circuit boards by the edges. Do not touch board components.
Keep the work area clean and free of debris. Avoid using non-conductive materials
such as Styrofoam cups, plastic ashtrays, cellophane wrappers, or plastic covered
binders in the vicinity of the cards and modules.
Once removed from the card file/rack, immediately place printed circuit boards into
an anti-static conductive-shielded bag. Wrap the bag in conductive foam to protect the
circuit board during transport and shipment. Modules fitted with batteries may require
special packaging.
Avoid wearing clothing made of synthetic fabric when handling modules. Cotton
overalls are preferred.
3.4.2.1 Packing:
All plug-in modules and cards shall be packaged in anti-static packaging to prevent
damage to Electro-Static Sensitive Devices (ESSD) from electro-static discharge. When
so packed, the modules may be stored and transported without further precaution.
3.4.2.2 Storage:
For storage of Modules and cards following precautions shall be taken:
a) Must not be in close proximity to magnets, e.g. Automatic Warning System (AWS)
magnets.
b) Must be protected from damage due to electrostatic discharge.
c) Must be protected from the environment including physical handling damage.
d) If many modules are involved, it is permissible to use conductive card frames or
racks. However, bags and wraps are preferred.
3.4.2.3 Transport:
The equipment or modules must not be transported in close proximity to magnets e.g.
AWS magnets.
3.4.2.4 Handling Lithium Batteries:
Following precautions should always be observed while handling Lithium Batteries:
Packaging: Package all modules with batteries in a non-conductive anti-static bag. An
electrically conductive bag may short the battery terminals causing premature discharge
of the battery.
Damage: The lithium batteries contain very highly corrosive electrolyte. If a battery is
damaged:
a) Ensure unnecessary personnel do not enter the affected area.
b) Ventilate the immediate area.
c) Avoid contact with any liquid or internal components by wearing the appropriate
safety equipment.
d) Thoroughly wash the affected area with clean water and allow it to dry.
e) Return the module that may have been in contact with the electrolyte to the firm for
inspection duly packaged with an appropriate safety warning.
39
Handbook on Safety in Signalling 2.0
Disposal:
a) Dispose of the battery according to the local regulations.
b) Do not Short the terminals together.
c) Do not attempt to recharge.
d) Do not crush.
e) Do not disassemble.
f) Do not incinerate or heat above 100o C. (212oF)
g) Do not attempt to solder the cell.
40
Handbook on Safety in Signalling 2.0
41
Handbook on Safety in Signalling 2.0
Section-4
42
Handbook on Safety in Signalling 2.0
4.1 Introduction:
At any working place, fire may occur due to negligence in safety precautions, human
error, equipment failure and various other causes. Fire at important S&T installations
like PI, RRI or EI may cause one or more of the following:
a) Damage to costly installation like Relay Room, Operating panel & Power Supply
system.
b) Paralyzing complete signalling system
c) Disruption in automatic train operation
d) Severe detention to trains lasting several days
e) Loss in terms of man hours due to deputing of additional task force to restore or
install a new system.
f) Heavy financial loss to Railways due to above.
g) Loss of life.
The above losses can be prevented up to a great extent if certain safety precautions are
observed. For prevention of fire at work places and firefighting in case of
emergencies, the following Precautions are necessary:
Vigilance & observance of Safety precautions.
Basic knowledge of using firefighting equipments.
Basic knowledge of first aid.
Training of staff.
In the wake of fire incidence at RRI Itarsi of Bhopal Division West Central Railway on
17.06.2015, the following recommendations were given by enquiry committee:
There should not be any false ceiling in the Relay Room and Panel Room. The height
of roof slab should be decided according to cooling requirement. Accordingly, false
ceiling wherever available in the Relay Room and Panel Room should be removed
and the same should not be provided in future installation.
Standby operating panel should be kept ready for movement on at least Two lines in
case of such emergencies. (dealt by RDSO).
43
Handbook on Safety in Signalling 2.0
The firefighting equipment should be placed at such locations from where equipment
is clearly visible and easily approachable from working place.
At stations where Fire Alarm System has been provided, should be tested Once in a
Week.
Fire extinguisher equipment to be made available at all the places as per requirement
and their refilling to be ensured.
At stations, with shift duty staff, Relay Room to be opened in each shift and a visual
inspection of complete Relay Room to be done. (Where it is not possible to open the
Relay Room frequently as above, a visual inspection through glass door or window
can be done from outside). At other stations/RRI installations with no shift duty staff,
44
Handbook on Safety in Signalling 2.0
the above inspection to be done Once in a Day. At all the other stations the above
inspection to be carried out at least Once in a Week.
A record of such inspections to be kept. A register to be opened with
SSE/Sig/Control, in which position of all junctions and RRI stations to be recorded
per day.
A joint inspection with Electrical department to be done which conforms to
previously issued JPO.
45
Handbook on Safety in Signalling 2.0
All electrical department cables and S&T cable should also run in different paths.
Where a wiring system passes through elements of building construction such as
floors, walls, roofs, ceilings, partitions or cavity barriers, the openings remaining after
passage of the wiring system shall be sealed according to the degree of fire resistance
required of the element concerned, if any.
Except for fire resistance over one hour, this requirement is satisfied if the sealing of
the wiring system concerned has been type tested by the method specified in the
relevant Indian standard. Each sealing arrangement used shall comply with the
following requirements:
a) It shall be compatible with the material of the wiring system with which it is in
contact.
b) It shall permit thermal movement of the wiring system without reduction of the
sealing quality.
c) It shall be removable without damage to existing cable where space permits
future extension to be made.
d) It shall resist relevant external influences to the same degree as the wiring
system with which it is used.
e) Fire alarm and emergency lighting circuits shall be segregated from all other
cables and from each other.
4.2.4.1 Caution:
DO NOT use CO2 type fire extinguishers on metal fires.
Keep your hands away from the plastic discharge nozzle, which gets extremely cold
during operation.
4.2.4.2 Inspection of CO2 type Fire Extinguisher:
Make sure the extinguisher is mounted in a location where it is visible and easy to
locate during an emergency.
Check the tamper-seal to verify it is not broken or missing.
Ensure the pull-pin is not missing.
Check the extinguisher for obvious physical damage, corrosion, leakage, or a clogged
nozzle, and report if any to the concerned agency.
Ensure that the extinguisher is not over due for recharging.
Note: Carbon Dioxide extinguishers do not have a gauge. The only method for verifying a
carbon dioxide extinguisher is fully-charged is to weigh the unit and verify with the weight
written on the equipment.
46
Handbook on Safety in Signalling 2.0
4.2.6 Counselling:
S&T and Operating staff should be counselled regarding fire prevention, and working of
Fire Alarm System and operation of fire extinguishers.
47
Handbook on Safety in Signalling 2.0
4.3.2 Don’ts:
Don’t use substandard fixtures, appliances.
Never have temporary or naked joints on wiring.
Don’t lay wires under carpets, mats or doorways. They get crushed, resulting in short
circuiting.
Don’t allow appliances cords to swing.
Don’t place bare wire ends in a socket, use a three pin plug top.
Do not remove plugs by pulling the wires.
Do not smoke in electrical zone.
Do not connect fuse in the neutral circuits.
Do not replace fuse unless fault is detected.
Do not plug in lamp or appliance with the switch ON.
Do not overload any electrical circuit.
Do not use water to extinguish electric fires.
Do not construct any house or structure below the overhead electric lines and
maintain the specified horizontal distance from the lines.
Do not use wires and cables with joints.
Do not dry clothes like tea towels etc. over the electrical heater, cooking pan etc.
Do not leave ovens in “ON” condition after use.
Do not sit too close to the heater to keep warm. You could easily set fire to your
clothes or your chair, particularly if you fall asleep.
48
Handbook on Safety in Signalling 2.0
Section-5
49
Handbook on Safety in Signalling 2.0
As per AC Traction Manual, the minimum vertical clearance between any live part of
OHE or Pantograph and part of any fixed structure (earths or others) or moving load
should be 320 mm to safeguard against flashing/arcing. This is termed as
Flashing/Arching Zone. Signal clearance diagrams are prepared in which an un-shaded
portion is marked indicating the flashing/arching zone. Under no circumstances, a signal
post or any of its fittings must be allowed to infringe in the un-shaded portion.
Under normal conditions, no one is allowed to approach closer than 2 m from the
extreme positions of the live parts of the OHE. This is marked as the shaded portion in
the signal clearance diagrams shown below.
50
Handbook on Safety in Signalling 2.0
51
Handbook on Safety in Signalling 2.0
52
Handbook on Safety in Signalling 2.0
Components:
1. Battery charger 110V /2-10V D.C 7. Track lead J.B
2. Feed Battery (1 to 4 secondary cells3) 8. Track lead steel wire ropes
3. Fuse & link (4A / 250V). 9. Transverse bonds
4. Regulating Resistance (adjustable 0-30 Ω) 10. Block joints.
5. Type 'B' choke (R=3 Ω & Z= 120 at 50 Hz). 11. Track Relay (ACI).
6. Track lead cable (2 X 2.5 Sq. mm copper). 12. Continuity Bonds.
5.3.4 RE Bonding:
In RE section, the traction returns current flows through rails. Hence, to allow traction
return current, DC single rail TC are provided. In a DC single rail TC, only one rail is
used for traction return current and the other Rail is insulated to work the track circuit.
The rail which is reserved for traction return current is called un insulated rail. Track
bonding is provided within un insulated rail.
To provide a path for traction return current.
To ensure proper functioning of protective equipment.
To minimize damage to installation due to traction short circuit.
Type of RE bond:
1) Transverse bond 2) Longitudinal bond
3) Cross bond 4) Structural bond
53
Handbook on Safety in Signalling 2.0
54
Handbook on Safety in Signalling 2.0
In this case Failsafe block interface (FSBI) of approved design shall be used.
If the distance between FSBI & Block instrument is more than 500mt then, block
filter shall be provided in cable pairs connecting them.
When a block section originates at a station in electrified area and terminates at a
station in non-electrified area, filters shall be provided at both ends of such block
section.
The distance between the signal control relays and the signal must not exceed the
prescribed limits in electrified zone, measured along the line of way. This will ensure
that the voltage induced in the circuit will be inadequate to illuminate the lamps, even
under the most adverse circumstances and with one or more earth faults present.
Maximum permitted length of direct feed of signal shall be as per Table given below:
Table 3: Maximum permitted length of 110 V Feed System
For signals beyond the above distances Two methods are followed for feeding:
5.5.1.1 Local Feed Method:
The controlling relays HR, DR, HHR etc. in Relay Room are repeated through AC
immunized relays at the location.
The signals are locally fed from these relay contacts.
The length of parallelism of repeater relay circuits shall not be more than 3.5 Km.
Double cutting arrangement must be ensured by proving controlling Relay contacts in
both paths (BX110, NX110 & B24, N24).
No earth return circuit is permitted on any of the signal circuits as a single earth fault
may affect the characteristics of the relays.
Possibility of theft of equipment at Location.
More chances for manipulation of signals at Location.
5.5.1.2 Remote Feed Method:
It is an extension of direct feed method with certain additional protective measures.
The signals are directly fed from the cabin.
But in the signal lamp circuit, the OFF aspect controlling repeat relays are proved in
series.
ECR relays are kept at cabin only.
Only repeating relays of OFF aspect relays are to be provided in location.
Less requirement of cable conductors as additional power cable for carrying 110V AC
to location is not required.
Less chances for manipulation of signals at location.
55
Handbook on Safety in Signalling 2.0
Point detection and point detection repeat circuits shall use ac-immunized relay.
The maximum permissible length for various types of commonly used Point Machines is
as under:
Table 4: Maximum permissible length for Point Machines
3 phase point machine is inherently immune to induced voltage and therefore can be
used for operating point to any length subject to its own operating limitation.
56
Handbook on Safety in Signalling 2.0
not be less than 25 mm below the bottom of the rail in order to ensure that the rails do
not come in contact with the rod during the passage of the trains.
Additional insulators shall be provided on each rod at every 300 m.
A minimum distance of 40 mm shall be maintained between the wire and nearest edge
of the rail or mast.
57
Handbook on Safety in Signalling 2.0
AC Immunized neutral
750 2.1 km 2.8 km
relay (IHC Make)
* Maximum permissible induced voltage is restricted to 400 V for human safety and factor of safety
1.5 has been considered.
58
Handbook on Safety in Signalling 2.0
59
Handbook on Safety in Signalling 2.0
languages describing the methods to be adopted for treatment of electric shock shall
be clearly displayed in all SSEs/JEs (Signal)' offices.
60
Handbook on Safety in Signalling 2.0
Section-6
61
Handbook on Safety in Signalling 2.0
62
Handbook on Safety in Signalling 2.0
It is carried out only through VDU panel, whereas Site Acceptance Test (SAT) is
carried out through CCIP and VDU panels, if both the options are available at site.
During FAT, Timers in Application logic are modified for the FAT testing for Timer
values used for signal, point, overlap and cancellation are reduced from 120 seconds
to 12 seconds to speed up the testing. It is essential that the original values of timers
are reinstated and validated at the completion of testing.
In FAT setup, the I/O boards are not physically present and the same are simulated
using the test setup. Therefore, field inputs and outputs delivered by Input and Output
card will be disabled and will be directly delivered into simulation VDU. However,
this will not affect the interlocking part of the application logic.
To carry out FAT, the following inputs are required:
a) Signal Interlocking Plan (SIP)
b) Route Control Chart (RCC).
c) Control cum Indication Panel Diagram.
d) Cross Table/Square sheet.
e) Station Interlocking Application Software files as designed (example in case of
Microlok II, .ML2, MLL, MLP).
After carrying out FAT, the following are the outputs:
a) Station Interlocking Application Software files as tested (example in case of
Microlok II, ML2, MLL, MLP).
b) Total Management System (TMS) Forms.
c) FAT Certificate.
When Railways/Customer testing is completed, the Check sum and CRC values of the
FAT simulated application logic will be recorded as per the Application Logic and it is to
be jointly signed by OEM and Railways representative.
63
Handbook on Safety in Signalling 2.0
64
Handbook on Safety in Signalling 2.0
As per the existing practice, Testing of Electronic Interlocking is done with Selection
Table during FAT/SAT. There are number of tests which are also important and
should be done along with selection table test. The following Interlocking
Logic/Circuits tests and certifications given in Table below are to be completed for
each and every station before commissioning:
Table 6: List of interlocking /Logic Circuit Tests for EI
65
Handbook on Safety in Signalling 2.0
danger.
8 Signal Lamp Cascading Test After signal clearance, each OFF aspect supply is cut
off. Signal shall change to more restrictive aspect.
9 Signal Aspect Sequence Control After clearing all signals for a line, each aspect of a
signal starting from advanced starter is brought down to
next restrictive aspect. Change of aspect of signals in
rear are observed as per STLT/Aspect Control Chart
10 Track Locking Test For Points Each controlling track is dropped and attempt is made
for operating the point. It shall not operate. However,
emergency point operation shall be possible in this
situation.
11 Crank Handle Locking Test Attempt is made to transfer the control of each crank
handle locked by the signal when the signal is cleared. It
is expected that the CH Control is not transferred. Test
should also be done to check releasing of CH when
point control is not available and/or TC is failed. It
should be possible.
12 LC Gate Locking Test Attempt is made to transfer the control of each LC gate
locked by the signal when the signal is cleared. It is
expected that the Gate Control is not transferred
13 Route Locking Test Attempt is made to operate each point which is locked
by the signal, when the signal is cleared. It is expected
that the point does not operate. Attempt is made to
operate each point which is not locked (Free) by the
signal, when the signal is cleared. It is expected that the
point Shall operate
14 SM Key Lock Test Each Asset Operation is Tested for SM Key
Effectiveness
15 Point Operation Through Route All the controlling points in a route are set opposite to
Test the required condition. Now route is initiated and
operation of Points to the required Position and setting
and locking of Route are checked.
16 Timers Test All Timers are first set to their original value. After
setting a Route, Cancellation is applied and the time to
release of Route is observed. This test is repeated until
all the Timers are covered. Emergency operation of all
routes, overlaps, approach/ dead approach locking
should also be checked.
17 Square Sheet Test A route is set and every other route is attempted to
check whether it is locked I free. This is repeated for all
the routes.
18 Route Checking Test When all Non control Functions (Tracks, Points, Crank
Handles, Gates indications) are dropped. It is expected
that the Signal Status remains intact.
19 Correspondence of VDU & VDU and Panel indications at EI installations should be
Panel indications checked. It should match.
66
Handbook on Safety in Signalling 2.0
67
Handbook on Safety in Signalling 2.0
68
Handbook on Safety in Signalling 2.0
b) Outside Should be Interlocked with Gate Signals Should be Interlocked with Gate i) In case of Level Crossing protected by signal, where
Station Signals, in Automatic Block the sighting of the signal by an engine driver is in
Limits Signalling sections. adequate and the Gate signal is not pre – warned
through other means (Distant Signal/Independent
Warner Signal/Repeater Signal etc.), a Warning Board
should be placed at not less than the emergency braking
distance in the rear of the Gate Stop Signal. The board
should be vertical 2000 mm by 450 mm with alternate
black and yellow strips 125 mm width painted on it at
an angle of 45 degrees. The top of the board should be 4
meter above rail level. The board need not be lit at night
but should as for as possible be provided with scotch lite
or other effective light reflectors or retro- reflective
tape.
Note: All manned level crossing gates both within and outside station limits falling on suburban sections and Automatic Block Signalling section shall be interlocked
irrespective of the classification/TVUs of the gates.
c) Normal Shall be normally kept open to Road Traffic If Interlocked, shall be normally kept
Position open to Road Traffic
of Gate
2. Telephonic or any other Approved type Communication from the Gate Lodge
Within or Telephone or any other approved type be provided with ASM’s office with all Manned Level In Block Sections having large number of Level
outside Crossing Gates. Crossing Gates, the connections should be uniformly
Station distributed between the Block Stations.
Limits Ref. Railway Board letter no. 2010/Tele/11(11)/1 Pt. dated 31.10.17
3. Warning Bells or Hooters Operated by Approaching Train at Interlocked LC Gate
Within or Provision of Warning bell or hooter operated by Approach Train at Interlocked LC Gates in suburban section and non-suburban sections be provided on
Outside sections having Automatic Signalling. (Ref. RB’s letter No. 2011/SIG/WP/LC/IR/1 dated 20.02.2013)
Station
Limits
4. Type of Lifting Barrier
a) Within Electrically Operated Lifting barrier Electrically Operated Lifting barrier In Non-Suburban Section, Electrically Operated Lifting
or Outside in Sub-urban Section. barrier be provided, where Power supply is Reliable.
Station
Limits
5. Approach Locking
(i) To be provided in Sub-Urban Section.
(ii) Dead Approach Locking with Timing of 60 Sec in other sections.
6. Warning Bell or Hooter for Road User
Provision of Warning Bell or Hooter may be provided at all interlocked LC gates for road users which will sound during closing of gate.
70
Handbook on Safety in Signalling 2.0
71
Handbook on Safety in Signalling 2.0
72
Handbook on Safety in Signalling 2.0
73
Handbook on Safety in Signalling 2.0
74
Handbook on Safety in Signalling 2.0
75
Handbook on Safety in Signalling 2.0
76
Handbook on Safety in Signalling 2.0
REFERENCES
77
गण
ु वत्ता नीतत
“आर. डी. एस. ओ. लखनऊ में हम सतत सुधार और ग्राहक मूलर्ाांकन प्राप्त
करने हे तु गण
ु वत्ता प्रबांध प्रणाललर्ों को आवधधक समीक्षा के माध्र्म से रे लों में
करने के ललए गण
ु वत्ता प्रबांध प्रणाली की व्र्वाहररक आवश्र्कताओां और अनवरत
पारदर्शी मानकों हे तु प्रनतबद्ध हैं। इसे सांगठन के अांदर सांसूधित एवां लागू ककर्ा
QUALITY POLICY