Basic Concepts of

Railway Signalling

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 CONTENT
CHAPTER – I. SAFETY IN WORKING IN RAILWAY ENVIRONMENT................4
A. GENERAL SAFETY..................................................................................... 5
B. PERSONAL SAFETY................................................................................... 5
C. ADDITIONAL PRECAUTIONS IN RLY ELECTRIFIED AREA............................6
A.INTRODUCING TO SIGNALLING....................................................................8
B. INTERLOCKING......................................................................................8
CHAPTER – III. SIGNALS......................................................................... 11
A. SIGNALS IN A YARD & THEIR LOCATION.........................................11
B. CONSTRUCTION METHODS: FOUNDATIONS ETC. DRAWINGS. . .21
CHAPTER – IV. POINTS AND CROSSINGS............................................23
A. POINTS, TYPES, INSTALLATION ADJUSTMENTS............................23
B. POINT MACHINES................................................................................26
C.TEST GAUGE.........................................................................................29
CHAPTER – V. TRAIN DETECTION.........................................................31
A.TRACK CIRCUIT COMPONENTS.........................................................31
B. ADJUSTMENT, FAIL SAFE WORKING, TSR BOX.........................32
CHAPTER – VI. POWER SUPPLY............................................................35
A.VARIOUS POWER SUPPLY SOURCE REQUIRED FOR SIGG...........35
B.IPS – BASICS AND INSTALLATION:...................................................36
C. SMPS BASED IPS FOR PI STATION...............................................37
D. EARTHING........................................................................................ 39
CHAPTER – VII. OPERATING PANEL AND RELAY ROOM...................40
A.OPERATION PANEL:............................................................................ 40
B. BRITISH TYPE RRI,.............................................................................. 41
C.DOMINO PANEL.................................................................................... 42
D. VIDEO PANEL.......................................................................................43
E.VARIOUS RELAYS USED IN BRIEF.....................................................44

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F.RELAY RACKS, RELAY WIRING..........................................................46
G.POWER SUPPLY RACK........................................................................47
H.BELL TESTING, SIMULATION TEST....................................................47
J.TESTING OF WIRING.............................................................................48
K.CT RACK................................................................................................ 49
CHAPTER – VIII. LOCATIONS CASES & CABLING...............................50
A.LOCATIONS, EQUIPMENT ARRANGEMENTS....................................50
B. CABLING...............................................................................................54
C.TAIL CABLES........................................................................................ 55
D. CABLE LAYING PROCEDURES..........................................................56
CHAPTER – IX. DRAWINGS AND PLANS – INTRODUCTION...............60
A. SIGNALLING PLAN..........................................................................60
C. CONTROL TABLE........................................................................... 60
D. TRACK CIRCUIT BONDING PLAN..................................................60
E. CABLE ROUTE AND CABLE PLAN....................................................60
F.LOCATION PLAN & WIRING.................................................................61
CHAPTER – X. PRACTICALS STUDY OF SIGNALLING EQIPMENTS. .62
A.INDOOR MODEL, SAMPLES, PANEL, RELAY ROOM........................62
B.OUT DOOR YARD POINT MACHINES, INSULATED JOINTS, SIGNAL
ASSEMBLE, LC GATES............................................................................62

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CHAPTER – I. SAFETY IN WORKING IN RAILWAY ENVIRONMENT

A. GENERAL SAFETY
Safety must always be your first concern. You must do everything
possible to ensure the safety of:
i. yourself,
ii. Your staff and our sub-contractors’ staff
iii. The public
iv. Trains
v. Equipment
vi. Infrastructure.

B. PERSONAL SAFETY
a. You must not report for duty when you are unfit or feel uncomfortable
to work, due to ill health, consumption of drugs or alcohol.
b. Wearing Personal Protective Equipment (PPE). You must wear
protective clothing, shoes, other safety equipment specified for your
trade and a safety helmet, when you work in the vicinity of or on the
tracks.
c. Obey all warnings, instructions and notices
d. Look and listen for approaching trains or movements.
e. When you are working near or on the track and find a train
approaching, remove all the tools and plants likely to infringe and
stand away from the track.

a).Working with road vehicles near a running line

If you are in charge of a road vehicle which you are using near a
running Line, you must switch on the vehicle’s hazard warning lights.
During darkness or poor visibility, use dipped head lights.
Not allow any part of the vehicle including open doors to come within
2.36 meters from the Centre line of the nearest track.
if you are turning the vehicle, keep the rear of vehicle further from the
line; only turn the vehicle at a suitable turning point.
On electrified territories, no part of your vehicle should go closer than 2
meters from the any metallic part electrically connected to the OHE.
When you are using a Level Crossing gate to enter into the track
portion, enter only if the vehicle clears the Height gauge.

b). Alongside track

Refuge is an area where it is safe for you to stand when a train passes.
There may be a refuge:
• In the wall of a tunnel, bridge or other structure
• In a bridge parapet

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 • In the side of a cutting
• On a specially constructed platform which has been built out from the
track over the slope of an embankment.
• You must always make sure you know the location of the nearest
refuge or where there is sufficient clearance for you to stand safely.
• If you are not able to reach a refuge when a train is approaching,
You must not get closer than (approximately 5 m) to the fallen power
line or anything in contact with it, until the it has been confirmed that
the electricity has been switched off.
• Discuss with your staff the safe working methods before starting the
work. Review with them the safety issues.

c). Preventing and putting out fires

Fire safety is the responsibility of every employee.
For your own safety and the safety of others, you need to know
The fire safety arrangements relevant to your normal place of work,
whether it is in a building, on a train or on the track.
If you discover a fire you must:
• raise the alarm
• evacuate the area
• fight a fire only if it is safe to do so.
All fires must be reported.
You must correct type of fire extinguishers.

d).Grounding of electrical equipment

i. For personnel and equipment protection from Lightning, power faults,

connect equipment enclosures, chassis, and card files and racks body
to a single point, which in turn is connected to a ground. Provide surge
protection as recommended.
The ground is to be made by means of a suitable arrangement of
grounding electrodes that are made an integral part of the surrounding
earth or some other conducting material. The grounding arrangement
called earth ground henceforth shall have a resistance as low as
possible
ii. Provide a low-impedance path to ground for surge currents, while
also ensuring that the surge currents do not induce harmful voltages.
iii. Shield the equipment to minimize the susceptibility to radiated fields.

e).Proper tools and other equipment

Use proper tools and equipment.
Defective and unserviceable tools shall be returned and replaced.

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C. ADDITIONAL PRECAUTIONS IN RLY ELECTRIFIED AREA
Traction Return Currents pass through rails. Rail connections like fish
plates should not be opened or rails cut without providing alternate path
for thro current to flow. There are special jumper are to be used to
provide a path for Traction Return Current to flow around the cut in the
rail.
Rods and wires (in case of L.C. gates) are in contact with the rails at
some point or other. . The rail voltage, which can be quite large in case
of faults, when transmitted through them to the lever frame can be fatal
to the operating Staff.
Rods and wires are provided with insulation at the function end (near the
rail) and operation end and earthing (near the lever frame or winch).

(i) Installations to be earthed:

(a) The lever frame and other metallic frames like LC gate winch, etc.
of the cabin shall be connected together to a separate earthing.
(b) In the case of unscreened cable earthing of armour at either end is
a matter of great importance.
(c) All location boxes signal posts, lifting barrier booms, all
Telecommunication equipment and all elect shall be earthed. (g
(d).The telecommunication earth may be connected to the same earth
as the lever fames or to the cable earth. The surge arrestors may be
connected to the earth of the cable sheath. In all other cases, separate
earths shall be provided.
(e). Limits of Earth Resistance: The maximum resistance of earth
resistance specified is
Earthing for lightening discharger 10 ohms
Earth for Signal equipment 10 Ohms
Axle counter cable in AC electrified area 1 Ohms

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CHAPTER – II. BASIC CONCEPTS IN SIGNALLING

A.INTRODUCING TO SIGNALLING.

Trains move on specific tracks. There is no arrangement of steering.

Information is passed on to the driver of the train to stop, pass a
signal at a restricted speed or run through a station through wayside
signals. Braking distance of trains is of the order of 1 KM to 2 KMs.

Three purposes achieved by Railway Signalling.

1. To safety receive and despatch trains at a station.
2. To control the movements of trains from one station to another
after ensuring that the track on which this train will move to reach the
next station is free from movement of another train either in the same
or opposite direction. This Control is called block working. Preventing
the movement from opposite direction is necessary in single line
track as movements in both directions will be on the same track.
3. Help in enhancing the throughput of the section without costlier
alternatives like a new line and sacrificing safety.

The essential components of railway signalling

The fixed signals provided by the side of the railway track with
indication in the form of color lights are the actual authority to a driver
to get in to the portion of the track beyond the signal. At stations the
trains may be received on any one of the platform lines. To take the
train to any specific track, points are provided. The purpose of the
point on the track is to divert the train from one track to adjacent one.
Hence the signal has to be connected to the points in an
arrangement called interlocking. This Interlocking arrangement only
ensures that a point is correctly set for the particular route or a track
and the signal conveys this information to the driver.

B. INTERLOCKING
Means an arrangement of signals , points and other appliances,
operated from a panel or from lever frame, so interconnected by
mechanical locking or electrical locking or both that their operation
must take place in proper sequence to ensure safety.

i.Essentials of Interlocking:
It shall not be possible to take “OFF” a running signal, unless all
points including isolation are correctly set all facing points are locked
and all interlocked level crossing gates are closed and locked against
road traffic for the line on which the train will travel, including the

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 overlap. After the signal has been taken “OFF” it shall not be possible
to move any points or lock on the route including overlap and
isolation, nor to release any interlocked LC gate until the signal is
replaced to the “ON” position. It shall not be possible to take “OFF” at
the same time any two fixed signals which can lead to any conflicting
movements and where feasible points shall be so interlocked as to
avoid any conflicting movement.

ii. Electrical Locking

a. Route locking:
The points in the route are electrically locked and they cannot be
operated for any other route till such time the route that is locked is
released and the points become free for operation.
b. Route molding:
Once a route is set, locked and the signal is cleared for a train, it
must be held till such time the train is received on the berthing track
or the route is released by an emergency route release operation.
c. Track locking:
It is an electrical locking on a point which prevents the operation of
the point when a train occupies the track circuit provided over the
point.
d. Indication locking:
It is an electrical locking so provided as to ensure that after the
reception of the train on the berthing track the route is not released
unless it is proved that the signal which was cleared for receiving the
train has gone back to danger60
e. Approach locking:
It is an electrical locking effective while a train is approaching a
cleared signal and adopted to prevent releasing of the route when the
train is within a “Pre-determined distance” from the signal.
f. Dead approach locking:
If AT is not provided, then the signal is „OFF‟ it gets approach locked
and the route can be released (after putting back the signal to
danger) only after a time delay of 2 minutes.
g. Back locking or route locking:
It is an electrical locking effective when a train has passed the signal
and adopted to prevent releasing of the route while the train is “within
the limits of the route entered”.
h. Crank handles Interlocking 6
Only when the crank handle is inside EKT, key Signals Can be
cleared. SMs permission / control are required for removing the Key.
j. Level Crossing Interlocking :
The gate is free to be opened for road traffic if the permission is given
from the panel to open the gate.
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 Gate is closed against road traffic, locked and key is kept in the place
at gate lodge to transfer control to panel at the station and come back
to panel and gate cannot be opened. Then only Signals can be
cleared.
Once the train passes or route is release, and gate open control is
given from the panel the gate can be opened for road traffic
k. Relay based Interlocking
Relay Interlocking is a system of implementing principles of
interlocking for safe train operations at a Station with the help of
electrical circuits wired through electro-magnetic relay contacts and
coils.

Route Setting Type RRI.

No individual points need to be set. Only the route controlled by a
Signal has to be initiated by pressing Entrance Button (or) Operating
Entrance knob (located at the foot of the Signal on the Operating
Panel) and pressing the Exit Button on the operating panel located
on the track on which a Train will be received.

Non-route Setting type, RRI the individual points have to be

operated from the Panel by turning the Point Knob to Normal (or)
Reverse as the case may be (or) pressing the Individual Point Button
of the concerned Point and a Common Point Button. Then the Signal
will have to be cleared by turning the Signal Knob (or) pressing the
Signal Button and the Route Button.
Use of metal to carbon contact plug in relays as Q-style relays. And
Metal to Metal K-50 relays are used for relay inter locking.

l. Systems of Block Working

Essentials of Absolute block:

“Where trains are worked on absolute block system “
a) No train shall be allowed to leave a block station unless Line clear
has been received from the block station in advance, and
b) On double lines, such line clear shall not be given unless the line
is clear not only up to the first stop signal at the block station at which
such line clear is given but also for an adequate distance beyond it.
c) On single, such shall not be given unless the line is clear of trains
running in the same direction not only up to the first stop signal at the
block station at which such line clear is given but also for an
adequate distance beyond it,
The adequate distance referred shall not be less than 180 Mts
d) The whole of the last preceding train has arrived complete; and all
necessary signals have been put back to „ON‟ behind the said train.
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 SGE Double line, Single line Diodo Handle type or Push Button type
block instrument is used for the above purpose.

Automatic Block System is worked by continuous track circuits and

Automatic stop signals.

CHAPTER – III. SIGNALS

A. SIGNALS IN A YARD & THEIR LOCATION

Signal is a medium to convey a particular pre-determined meaning in
non-verbal form.

I.i. Multiple Aspect Color Light Signal (MACLS):

Multiple means more than 2 indications .They may have 3 or 4

different aspects or indications to be given to the driver. These
signals have longer range of visibility and Improved reliability.

Classification of CLS:
Manual Signal
Automatic Signal
Position Light Shunt Signal
Permissive Signal
Semi-Automatic Stop Signal
Gate Signal
3 Aspect stop signal Red yellow Green
4 Aspect stop signal Red Yellow Double Yellow Green

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 ii. Manual Stop Signal:
Each aspect of the signal is represented by a circle. A horizontal line
inside the circle indicates Red aspect, an inclined line the yellow
aspect and vertical line the Green aspect. The normal aspect of the
signal is shown by double line.

Aspect Meaning Indication to the driver

Red Stop Stop dead
Yellow Caution Proceed & be prepared to stop at the
Next stop signal
Green Proceed Proceed

iii. Permissive Signal (Distant Signal):

Shall be located at an adequate distance in rear of the stop signal,
the aspect of which it pre- warns.
The normal aspect of permissive signal is „Single Yellow„
where 2 distant signals are provided to pre- warn the stop signal, the
outer most signal, to be located at an adequate distance from the first
stop signal, shall be called the distant signal and the other called the
inner distant signal, with the distant capable of displaying „ attention „
or „ proceed‟ aspect only .
To distinguish between stop signal and permissive signal „ P „marker
board (letter in black on white board) is fixed to the permissive signal.
Yellow-Caution -Proceed and be prepared to stop at next stop signal
Double yellow - Attention - Proceed and be prepared to pass next
signal at such a Restricted speed as may be prescribed
Green - Proceed - Proceed

iv. Automatic Stop Signal:

The normal aspect of an automatic signal is green and is indicated by
the double vertical line, unlike the manual signal where the normal
aspect is red and indicated by double horizontal lines.
An automatic signal has an „A‟ marker plate fixed to the signal post
to distinguish it as an automatic signal. Letter „A‟ in black on white

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 circular disc.

v. Semi-automatic Stop Signal: A

An illuminated „A‟ marker distinguishes a semi – automatic signal
from a fully automatic signal. Letter „A‟ against black back ground is
illuminated when working as an automatic stop signal and letter „A‟
extinguished when working as a manual stop signal.

vi. Gate Signal:

The Gate stop signal shall be provided with „G‟ marker. Letter „G‟ in
black on a yellow circular disc.
A semi-automatic stop signal interlocked with a level-crossing gate
shall be provided with „G‟ marker disc and an illuminated „A‟ marker.
The „A‟ marker shall be lit only when the gates are closed and locked
against road traffic.

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 vii. Routing Indicator:
Where two are more lines diverge, information is to be given to driver
that he is being received on diverge line. Hence route indicators are
provided.

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 Route indicators are fixed on the first stop signal and starters.
If the route indicator on a signal is not in working order, the relevant
signal shall also to be treated as defective signal.
Route indicator is denoted as (UG).
Route indicator is of three types.
Junction type route indicator:
Used where the speed is above 15KMPH
It is having a provision of indicating six diversions and a straight line.
When taken off it shows a row of five white lines.
Multi lamp route indicator:
Used where the speed is less than 15 KMPH.
It can exhibit nine numerals and alphabets.
Stencil type route indicator:
Normally fixed on starter signal.

viii.Subsidiary Signals
Signals are used for reception of trains in to a station and despatch of
trains out of station. Signals used for movement of trains with in the
station section at restricted speed and for special purpose are called
Subsidiary signals.
In MACL signalling Shunt signals and Calling–on signals come under
subsidiary signals
Shunt signal :
'ON‟ POSITION Aspect Stop Stop dead
OFF' POSITION Indication proceed slow- proceed with caution for
shunting

ix.Position light shunt signal

It is of position light type, the lights shall be white in color. Shunt
signals control Shunting movements.
A shunt signal may be placed on a post by itself or below a stop
signal other than the first stop signal of a station.
When a shunt signal is taken „OFF‟, it authorizes the driver to draw
ahead with caution for shunting purposes although stop signal, if any,
above it is at „ON‟.
When a shunt signal is placed below a stop signal, it shall show no
light in the „ON‟ position.

x.Calling-on signal:
A Calling-on signal has no independent location and displays no
aspect in „ON‟ position. A calling-on signal where provided, shall be
fixed below a stop signal governing the approach of a train with „C‟
marker board fixed to the signal post. A calling-on signal when taken
„OFF‟ it displays a miniature yellow light.
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 Under approved special instructions, a calling-on signal may be
provided below any other stop signal except the last stop signal.
When placed below a stop signal, it shall show no light in the „ON‟
position. A calling-on signal under main signal above it cannot display
“OFF” aspect at same time.

xi.Markers & boards:

Warning Board: Provided to warn the driver that he is approaching a
stop signal. To draw attention of the driver in the night, self-reflecting
sheets are fixed. It is located not less than 1.5 Kms. in rear of FSS.
Where double distant is provided, warning board is dispensed with. C
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xii.Shunting Limit Board: Provided on single line sections where

shunting in the face of approaching train is permitted. Placed at a
distance not less than 180 Mts. from the opposing First stop signal.

xii.Block Section Limit Board: Provided on double section where

there are no facing points or the outer most points at the approaching
end are trailing. It shall be placed at a distance not less than180 Mts.
from the first stop signal.

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 xiii.Outlying Siding: Where an intermediate siding taking „OFF‟ in
the facing direction in passenger running line outside station limits is
provided with „S‟ marker board to indicate that a siding is taking
OFF‟ from main line.

II. Concept of Overlap and Isolation

Due to any unforeseen reasons like with sudden brake inadequacy
the driver may not be able to stop at the next stop signal. So an extra
safety margin of the track beyond the next stop signal is also to be
kept free so that if the train overshoots the next signal, he will be able
to bring the train to stop within that margin. This safety margin is
called “overlap”.
Similarly we have to ensure that when a train moves on the track the
other rail vehicles from the adjoining track should not roll down and
infringe with the movement. To prevent this “isolation” between
adjoining lines is required.
Overlaps
Overlaps are referred to as ADEQUATE distance. Overlaps are of
two types:
1) Block over Lap (BOL)
2) Signal over Lap (SOL)
a. Block overlap: It is the extra length of track in advance of the FSS
(First Stop Signal) of a station, which must be kept clear, before Line
clear can be given to the station in rear.
BOL in MACLS sections shall not be less than 180 Mts.

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 b. Signal overlap: The length of track in advance of a stop signal of
station, which must be kept clear, before the signal next in rear could
be taken „OFF‟.
SOL in MACLS sections shall not be less than 120 Mts.
In case of Automatic signals the adequate distance is 120 Mts.
minimum.

III. Isolation
A line, on which train movements at speeds higher than 50 KMPH
are permitted, should be isolated from all connected lines.
Passenger lines should be isolated from all connected goods lines
and sidings, whatever the speed may be.
Isolation of goods reception lines from sidings is considered
desirable.
To trap vehicles running away from a station.
To avoid trains entering from block section due to heavy falling
gradient
Methods of Isolation:
1) Connecting to another line or a siding.
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 2) Provision of short dead end siding
(Vehicles not to be stabled on siding)
3) Provision of traps derailing switches
4) Provision of double derailing switch with lead rails without
crossing.
5) Long dead end siding with trap (vehicles can be stabled on this
siding).
6) Provision of sand humps.

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 III. Slip Siding & Catch Siding:
If station yard should be steeper than 1:260, Slip siding are provided
to prevent vehicles entering block section.

Where gradients are steeper than 1:80 falling towards the station,
Catch siding will prevent vehicles entry into block section.
Slip sidings and „Catch sidings‟ points must be interlocked with block
instruments and these sidings should not be used for shunting or
stabling purposes.

IV.Location of Signals
i. Home Signal: On single line, shall be placed at not less than 300
Mts. in rear of the first facing point. On double line may be located at
a distance of not less than 180 Mts. In rear of the facing points or
BSLB.
ii.Distant Signal: On single line or double line shall be placed at an
adequate distance of normal braking distance which shall not be less
than 1 KM from the stop signal. If the second distant is used, the
inner distant is to be 1 KM in rear of home signal (first stop signal)
and outer distant is to be 1 KM in rear of inner distant.

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 iii.Routing Signal: Shall be placed just in rear of the facing points to
it protects.
iv.Starter Signal: Placed in rear of the facing point or fouling mark of
the converging lines such that they should protect the adjacent
running line.
v. Advanced Starter: Shall be placed outside all the connections on
the line to which it applies, and shall not be less than 120 Mts.
vi.Led Signals
The salient features of LED Signals: No phantom effect. Pre-
focused no need for periodical focusing. Wide voltage variation (90V
-130Vv) Ac immunity value up to 300V. AC. Same kind of ECR s for
ON & OFF Position. Minimum visibility in clear daylight weather is
600 Mts. Burning hours 1 lakh hours.
Current regulator Feeds constant current to LED signal unit. It limits
or boosts the current, depending upon active LEDs and causes
alarms. If optical sensor detects that the signal ahead has gone
blank. Or is dim, it reduces the current to 300 mili amp and causes
dropping of ECR and generates alarm.
Health monitoring unit
It is provided for main signals at relay room. It monitors the
performance of the LED Signal.

B. CONSTRUCTION METHODS: FOUNDATIONS ETC. DRAWINGS

Erection of SIGNALS (CLS)

1 Excavation of pit and casting of foundation shall be as per drg

(normal soil) & (rocky soil)

2. Foundation for signal post should be of cement concrete in the

ratio of 1:3:6 using stone ballast of 40X40 mm size and to be cast at
location shown/marked by section engineer-in-charge. The
foundations are to be plastered on all sides. The anchor bolts of size
25mm X 900 mm to be used for CLS post and SPI post.

3. While casting foundation, PVC pipe of 100 mm dia to be used to

create gap for cable path through foundation and the pipe to be
removed later. The path so formed in the foundation shall be useful
for routing the cable later.

4. Signal pole shall be securely fixed to surface base and erected on

signal foundation and plumbed. The gap between the signal pole and
surface base shall be filled-up with lead wool or any other approved
substance to avoid tilting.

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 5. CLS unit (2/3/4) aspect shall be properly mounted on signal post.
The mounting shall be done using rope and pulley and taking
adequate precaution against movements on adjacent lines, if any.

6. Soon after mounting, the pole and unit shall be painted first with
primer (2 coats) and then with aluminum/white enamel.

7. Wherever route indicator junction type or stencil type is to be

erected, it shall be mounted on top of the signal pole on an off-set
bracket fixed with ‘U’ bolts of 20 mm dia. (2 nos.) on the signal pole.
A through hole of 21.5 mm dia to be drilled on pole just below off-set
bracket and through bolt with check-nut provided to prevent the off-
set bracket from sliding down.

8. To take wires to the CLS unit, a vertical slot of not less than 25mm
X 50 mm tube made on signal pole. Suitable protection to be
provided on slotted pole before cable is taken through it. Care shall
be taken that the insulation of tail cable is not damaged.

9. The tail cable shall first be terminated on the route-indicator and

separate wiring (PVC 3/0.75 copper) shall be run to CLS unit from
Route-indicator.

10. In case of Jn type route indicator, the lamps shall be LED lit CLS
or 110 V / 25W / 3 pin.
In case of stencil type, the lamps shall be 110V / 75W / 2 pin.

11 (a). Signal voltages to be checked both at the primary and

secondary of the signal transformer to maintain 90% of rated voltage
at the bulb. The no-load current of signal transformer shall also be
checked to see that it is not more than 15 mA.

11 (b). In case LED lit CLS units are used, proper jumper settings to
be made on current regulator:
(a) AC/DC lit (b) Blanking/non-blanking mode (c) conventional/
LED-CLS type ECR
11© The ECRs shall be used
12. Tail cable to be terminated on 6-way block in the Terminal unit &
3/20 wire to be run from there to the aspects.

13. Signal unit doors shall be locked using Universal locks.

14. Earthing of signal post to be done using 7 SWG GI wire run from
unit to foundation bolt and then to earth electrode in earth pit.
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 15. The signal post shall be properly plumbed and fitted with ladder
having platform and guarding on top and adequate supports for
ladder

16. All signal posts including ladders shall be clear of infringement

(i.e.2.36m from center line of the nearest track). Markers and number
plates shall be fixed wherever necessary as per Signalling plan using
suitable clamps. Signal number has to be painted on the number
plate as well as on the door out-side. All fittings to be tightened
properly. Signal unit shall be locked properly. The clearance from
center lines of immediate adjacent tracks to be painted with arrow
mark on the pole/foundation.

17. Hoods for signal aspects to be provided.

18. Mesh to be provided for signal aspects. Also protective mesh
shall be provided in case of nearby RE live conductors.

19. Earth-work shall be made around the foundation and

consolidated.

20. In case of embankments, stone-pitching to be done, duly

assessing the possibilities of erosion of earth-work.

Fixing of Calling on Signal/Post type shunt signal

1) An off-set bracket to be fixed with ‘U’ bolts of 20 mm dia. (2 nos.)

on the signal post. A through hole of 21.5 mm dia to be drilled on
pole just below off-set bracket and through bolt with check-nut
provided to prevent the off-set bracket from sliding down.
2) To take wires to the signal unit, a vertical slot of not less than
25mm X 50 mm to be made on signal post. Suitable protection to be
provided on slotted post before cable is taken thru’ it.
3) Signal unit doors shall be locked using Universal locks.
4) In case LED lit units are not used, the rating of the bulb for calling-
on signal is 110V/25W
3 pin and for shunt signal 110V/25W/2 pin.

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CHAPTER – IV. POINTS AND CROSSINGS

A. POINTS, TYPES, INSTALLATION ADJUSTMENTS

The width of the track is 5‟6”in Broad gauge (B.G). The track is
represented in Signalling plans by a single line.
Points are provided to divert the running trains from one track to
another. The points have movable switches which can be operated
electrically by a point machine.
A point can be single-ended point or double-ended point depending
on whether the movable switches are provided at one end or two
ends of the point,
The two switch rails of the point are rigidly connected together by a
cross bar so that they can be moved from one position to the other
position together by the point machine.
If the position of the switches is such that the train is moved on to the
main line as shown above, then the point is said to be in its normal
(N) position.
the opening shall be 41/2”. Between the closed switch and its stock
rail not more than 1/8” gap, is permitted.
The center to center distance between the adjacent tracks (between
main line to the adjacent loop line or between one loop line and other
adjacent loop line) shall not be less than 14‟0”. Where cross-over
pints are provided between adjacent tracks, this distance gets
reduced. At the place where it is less than 14‟, one track may foul the
other track. At this point a ‟fouling Bar‟ (a cement lab of about 5‟
length with inscription “FOULING MARK”) is provided.
When a train drawn on a track, it should stand clear of the FOULING
MARK as otherwise, the train may foul the movement of train on the
adjacent track, thereby causing a side-collision.

Clearance of track:
Since a train cannot be received on the portion of track where
another train is standing on same portion of the track, the signal
before it is cleared for the movement of a train has to ensure the
track clearance. There is equipment used in Railway signaling to
achieve the above safety condition.

Electrical Detector
Electrical detector is an electromechanical device to check the
position for correct setting and locking of points through making an
electrical contact, which closes a circuit.

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 Before the interlocking work at points is undertaken, it must be
ensured that:
a) Brought the track to correct level and alignment
b) Eased off rail joints on either side of points to be interlocked
and closed the stock rail joints associated with lock bars
c) Fully ballasted and packed all points which are to be
interlocked and taken adequate measures to prevent
lateral and longitudinal movement of points
d) Provided creep and level pillars
e) Arranged the sleepers on adjacent tracks in alignment,
where rods and wires have to cross
f) Seen that the gauge is correct
g) Provided and fixed special timbers as required
h) Provided means to prevent creep in the vicinity of points
i) Fitted gauge tie plates correctly
j) Made the stretchers of such a length so that the throw of
switch is as per approved drawings
k) Adjusted the loose-heel switches so that –
i) they can be thrown both ways with ease and can be
housed against the stock rail by hand and remain
there when the pressure is removed
ii) the planed surface of the switch rail fully houses
against the stock rail as per approved drawings
l) Adjusted the fixed heel switches so that –
i) they normally lie in the mid position and flex equally
in the normal and reverse positions
ii) the planed surface of switch rails fully houses
against the stock rails as per approved drawings
m) Fitted flexible stretchers so that they flex equally in the
normal and reverse positions
n) Provided a stop for the open position of a single switch lay-
out
2. Initial track gauge measured at 15 mm behind the actual toe of
the switch towards SRJ shall be within the limits of nominal track
gauge
3. Initial opening of the switch rail shall be ensured within limits of
115 + 3 mm on BG and 100 mm + 3 mm on MG
4. As per standard lay-out, two long sleepers , either wooden or
PSC shall be provided , for point machine mounting
5. Both long sleepers are to be fixed on equal horizontal level and
to be spaced to suit machine fixing without any off-set in ground
connections.
6. Extended gauge tie plate duly insulated shall be fixed on the
long sleeper i.e. on the toe sleeper
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 7. Leading stretcher bar / anti-raising bar shall be provided
connecting both switch rails at the proper position for the
requisite opening of switch rail for both normal and reverse
setting of points, leaving 2 mm to 3 mm gap below the bottom of
the rail.
8. Following stretcher bars shall also be provided as per P-Way
drawing to meet provisions of P-Way standards
9. Points shall be checked for proper housing of switch rail with
stock rail for not less than 5 sleepers on both normal and reverse
settings
10. Adequate ballast shall be provided and well packed for proper
working of point machine, especially under/surrounding the long
sleepers.
11. All the wooden sleepers on which the point machines are
installed shall be strapped on both sides with 50 mm x 20 mm
MS strap. Necessary holes 21.5 mm dia. shall be drilled on the
strap and 20 mm dia bolts and nuts shall be used for fixing to the
sleepers.

B. POINT MACHINES
Sequence of point machine operation.
Opening of the detection contacts.
Unlock the points.
Move the points to the desired position lock the points.
Close the detection contacts.
Depending up on the operating voltages Low voltage .DC supplies –
24 volt DC. High voltage DC supplies -110V DC. High voltage AC –
380 AC.
The point machines have split series field windings.
Electrical parameters of point machine
Rated voltage 110V DC.
Working current 4-6 Amps.
Obstruction (slipping current) 6-7 Amps.
Operating Time 3 sec.
Type of machine Combined type. (Operation, locking and detection)
Field winding Split field
Field connection Series
Movement of locking Rotary type
Friction clutch self adjustable
Main parts of point machine: DC series split field motor within built
in reduction gear unit Transmission assembly Throw rod, lock slides
and detection slides Detection and control contact switch assembly
Hand crank. Spring loaded friction clutch.

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 Need for remote control of point machine:
1. To avoid voltage drop in cable cross section.
2. Contact of lever /knob/push button does not have the heavy duty
current carrying capacity.
3. Track locking is to be provided to prevent point operation under
wheels.
4. Point machine should be protected from over load.
5. Facility for sequential operation should be provided.
Two types of relay control units are standardized.
1. Siemens point contactor unit.
2. Point contactor unit with QBCA relays.

Installation and Initial Adjustment

1. Keep all the necessary tools for installation of point machine

2. IRS point machine is to be installed with ground connections as
per standard lay-out drawing on two long wooden/PSC sleepers
3. Point machine can be fixed on the left hand side or right hand
side of the point lay-out and can be used for BG and MG with
respective ground connections
4. Marking of point machine mounting holes to be taken from the
gauge face of adjacent stock rail by keeping 1050mm away as
shown in standard lay-out
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 5. Fixing of pint machine shall be done using 20 X 250 mm size
Hex bolts, nuts; flat washers and spring washers making correct
size of holes through long sleepers to avoid lateral/longitudinal
play on extended gauge-tie plate.
6. Initially, point switches to be kept center of requisite opening and
driving rod to be connected to the plug on the leading stretcher
bar duly cranking the point machine to the center position.
7. Point machine shall then be cranked and throw rod nuts can be
adjusted for normal and reverse setting for proper housing of
switch rails with the stock rails with additional spring on switches
(i.e. opening of switch plus 3 mm to 4 mm)
8. Then, detection rods to be connected to the point machine with
switch brackets All the ground connection rods shall be as far as
possible straight and level and clear from the bottom of rail (25
mm in non-RE area and 40 mm in RE area)
9. Fine adjustment of detector shall be done in such a way that the
roller falls inside the notches, only when the point is fully set and
housed and simultaneously control disc with friction clutch drum
completes its rotation to ensure that the point is locked.
10. Connect lock slides to the ‘D’ brackets, through lock rods and
adjust them such that the locking segment can enter the notches
only when the point is correctly set. Test that locking segment
does not get the notch of locking slide when 5 mm obstruction
test piece is placed at 150 mm from the toe of the closed switch.
11. Check for tightness of all bolts and nuts and again testing can be
done for correct and fine adjustment, several times using crank
handle.
12. Point machine operation control, operation and detection wiring
shall be done inside the location box as per approved circuit
diagram.
13. Power for operation and also detection circuit supply are
extended form nearest location box through PVC insulated
Aluminum conductor cable of 3 core X 10 sq. mm (for 110 V DC
operation of point machine ) and PVC insulated copper
conductor of 19 Core X 1.5 Sq. mm (for detection circuit) to the
adjacent cable termination box as shown in fig.
14. Point CT boxes / JBs to be installed clear of infringement near
the point machines
15. Electrical connections from Point CT box to the point machine
can be done using 3/0.75 mm stranded wire, PVC insulated to
specification IRS-S 76/89 (Amendment-1) through flexible hose-
pipe with requisite fixing arrangement.

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 16. The point CT boxes/JBs to be painted and point nos to be
painted neatly. Also, on the inner side of point machine cover,
wiring diagram to be painted.
17. Operate the point machine electrically and ensure that the
detection contacts made only at the end of locking operation and
both control contacts make with the beginning of unlocking
operation after detection breaks.
18. Point machine working shall be checked for correspondence
between the point, point operating lever/point switch/both ends
of point with point indication.
19. Check point detection contacts for individual integrity by
conducting contact break test.
20. Operate the machine electrically and measure working current
for both normal and reverse operations.

C.TEST GAUGE
Measurement and Test results on points.

Results
It Remarks
Description Right (mm) Left (mm)
No

1. Swith Opening

Swich Housing min 3

3.
Sleepers – P.way
Correspondence test
4. with Station Control
Panel
Out of Crrespondence
5. test with Station
Control Panel
6. Track locking Effective
Crank Handle
7.
Interlocking
8. Operation Test
Normal to reverse Current (Amps) Time secs =

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 =
Current (Amps)
9. Reverse To Normal Time secs =
=
Go=3 No go= Current
Obstruction Test
mm 5 mm (Amps)
Normal to reverse
Reverse To Normal

Physical checking
Position of machine to
1.
Signalling Plan

Mechanical Testing
2.
has been Done

3. Cables are secured

1. Number plate and nos

2. Insulation

Anti-creep bar
3.
installed

1. Ensure that obstruction test is conducted using ‘go’ gauge and ‘no
go’ gauge and obstruction/working current also recorded.

a) ‘No go’ gauge i.e. 5mm obstruction test piece , shall be placed
between stock rail and switch rail at 150 mm from the toe of
closing switch and ensure that:
i) Lock segment does not enter into the notches of locking slides
ii) Roller of the lock detection lies on the periphery of control disc
iii) Switch detection contacts do not make
iv) Friction clutch declutches the motor from mechanism
v) The slipping current of friction clutch is between 4 to 6 Amp (1.5
to 2 times of normal working current)
vi) Friction clutches are to be replaced totally if defective; these are
not to be adjusted at site.

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 b) ‘Go’ gauge i.e.1.6 mm test piece shall be placed at 150 mm from
toe of switch rail and observe that the machine gets locked &
detection contacts make.
c) The throw rod of point shall be adjusted properly to give
adequate spring to the point switches. The idle stroke of the
throw rod shall be so adjusted that in case of 5 mm obstruction
between switch and stock rail, the throw rod slide will not get
obstructed and only lock rod slide will get obstructed.
2. Check track locking once in three months
3. Check insulation of point cables with 500 V muggers once in 6
months. Correspondence testing shall be done after meggering.
4. During installation and once in every 6 months, pour lubricating oil
SAE 40 through inlet into the reservoir for lubricating gear box of
the motor.

CHAPTER – V. TRAIN DETECTION

A.TRACK CIRCUIT COMPONENTS

Track circuit is a vehicle detection device in which the running rails
form part of an electrical circuit. The boundaries of track circuit are
marked by insulation joints on the rail and rails are bonded at rail
joints for better conductivity.

Uses of Track Circuits: For detecting the presence of vehicles or

absence of vehicles within the limits of the track circuits. For locking
the point when train is on the point. Trolley protection circuit for axle
counter to ensure wheels of easily removable trolleys are not
counted.
DC Track Circuit:

In this type current is always flowing through the relay. When train
comes over the track, the supply to the relay is shunted and the relay
de-energizes.

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 The smallest closed track circuit provided is of 26 meter length. The
longest workable track circuit depends on the Ballast Resistance
(i.e.,Resistance across rails offered by the stone chips placed below
the rail to support track), This ballast decides the leakage current. In
other words ballast resistance appears across or in parallel with relay
coil resistance.

Fed over track circuit:

It is a sub division of track circuit. This is generally adopted when it is
not possible to work a long track due to inability to maintain
prescribed parameters like ballast resistance for fail safe working of
track circuit.
Instead of dividing it in to independent track circuits, the first track
circuit is fed by the usual battery and relay arrangement. The feed to
the second track is taken through the front contact of the track relay
which controls the first track and so on. The last track relay can serve
to indicate occupancy or clearance of the portions of all track circuits.

A. ADJUSTMENT, FAIL SAFE WORKING, TSR BOX

i.Effect on
TSR: The TSR is the most sensitive parameter of any track circuit

a) Variation in ballast resistance,

b) Variation in relay resistance,
c) Variation in limiting resistance.

The salient features are essential for the Fail safe working

Track circuit is provided to detect the free or occupied State of track

section. DC track circuit is installed in AC electrified and non-
electrified area and AC track circuit in installed in DC electrified area,
to avoid interference from traction supply.

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 i. The working of DC Track circuit i.e. Single Rail or Double Rail shall
be defined as per length of Track circuit on Electrified/Non-Electrified
area.
ii.Single Rail DC Track circuit shall be installed in AC electrified area.
Wherein one of the rails is reserved for traction return current.
iii. The cross bonding shall be provided at the either end of the track
circuit in AC electrified area as per approved Track
insulation/Bonding Plan.
iv. The return rail shall be staggered in case of adjacent track circuits.
double Rail DC Track Circuit shall be installed in non-electrified area.
v. The connection from TLJB to the web of rails at feed end & relay
end shall be provided with approved type of lead wire or bond plates
or cad weld as per Railway practice.
vi.Ballast clearance of 50mm from rail flange should be ensured for
reliable performance of TC.
The distance between track circuit termination and fouling mark
shall not be less than 3.0 meters

Length of Track Circuit:

The length of Track circuits shall be regulated for the permissible
values

vii.Immunized D.C. Shelf type track relay 9 ohms coil resistance

only or AC immunized plug in type track relay shall be used in
electrified section.
viii..In new installations, plug in type (QT1/QTA1) track relays of 4
or 9 ohms coil resistance shall be used.
ix. ‘Q’ series track relay shall be used in conjunction with ‘Q’ series
slow to pick up relay as a 1st repeater relay (QSPA1).
(a) Initially, DC shelf type track relay control voltage shall be
adjusted and excited at minimum 125% of its rated pick up
voltage under minimum ballast resistance condition and normal
working voltage of the supply.
(b) DC Shelf type Track Relay control voltage shall be adjusted
and maximum excitation shall not exceed 250% of rated pick
up value.
(c) Plug in type Track Relay control voltage shall be adjusted and
maximum excitation shall not exceed 300% of rated pick up
value.
(d) Train Shunt Resistance 0.5 ohm shall be placed across the
rails and track relay must de-energize, if not, track circuit shall
be adjusted immediately.
x.Track Circuit History Card for each track circuit shall be prepared
after commissioning and thereafter maintained on quarterly basis
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 B. Standard Train Shunt Resistance box (kit) adjustable resistance
for 0.5 ohm track shunt testing, shall be used to place across the
rails and track relay must de-energize if placed , if not, track circuit
shall be adjusted immediately.

Ballast resistance is always required high for efficient performance

of the track circuit, but ballast resistance goes down to near
minimum with rains. The limiting resistance has therefore to be
adjusted such as the track circuit functions optimally with increase
and decrease in ballast resistance. To cater for TSR not crossing
the prescribed limit

C. Axle Counter
Features of Axle counter:
It works on magnetic flux variation on a ground device for counting
the axles and electronic circuits to evaluate in-count and out-count.
To detect the presence of wheel.
Advantages of using axle counter:
It does not require wooden or PSC sleepers.
It can cover very long sections up to 15 kms.
It does not get affected either by flooding or poor maintenance of
track.
It does not require insulation joints and so the track can be long
welded.

Application of axle counter:

Monitoring of berthing tracks.
Monitoring point zone tracks.
For automatic signalling system.
For Intermediate block signalling.
Level crossing warning system.
Proving block section clearance.
At steel bridges in lieu of track circuits.

For Axle counters

a. While carrying out the installation the installation manual of the
relevant manufacturer should be strictly followed.
b. The tuning area should be devoid of checkrails, Level crossings
etc. that are likely to interfere with the performance of AFTC.
c. The frequency scheme should be decided and approved in
advance and the same should be followed while installation.

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 d. Terminal junction on insulation joint to track circuits with the same
frequency is prohibited.
e. Cores of the same cable should not be used for connecting the
transmitter and receiver of the same track circuit.
f. 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. The protective
arrangement shall be of approved type as recommended by
manufacturer.
g. 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.

CHAPTER – VI. POWER SUPPLY

The capacity of the equipment shall be worked out to be 1.2 times
higher than actual site requirement.
All power supply equipment i.e. transformer, battery charger,
inverter, stabiliser or IPS shall be housed in one room to be known
as "equipment room" near relay room except the equipment
specifically needed to be provided at site such as battery chargers
for track circuits etc.
All batteries shall be housed in one room / location box other than
equipment room or any room where relays, circuit breakers or other \
equipment are likely to be damaged due to acid fumes emitted by
cells. . This room shall be known as "Battery Room" and shall be
provided with acid proof tiles on floor & 01) all walls up to a height of
1.5 mtr.
On all new installations or installations where replacement of
signalling system is undertaken, only IPS of suitable capacity shall
be provided,

A.VARIOUS POWER SUPPLY SOURCE REQUIRED FOR SIGG

Power Supply Room:

This consists of Power Supply units as under:
Batteries
Battery Charges
Voltage Stabilizers
Transformers for Stepping down the voltages
Power Panel:

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 This is for connecting the different sources of power i.e., Traction,
Commercial Supply, Generator Supply, etc.

Power Supply Requirements:

1. Battery for operating the relays in the relay room.
2. 24 V DC for Q-series relays.
3. 60 V DC for K-50 relays of Siemens.
4. Battery for extending feed to the outdoor relays.
5. 24 V battery for panel indications.
6. 110 V battery for operating the points.
7. 110 V AC (stabilized) for colour light / LED signals.
8. 110 V AC for feeding battery charger to track feed batteries for
track circuits.
9. Transformers for stepping down 230 V AC to 110 V DC.
10. Battery chargers (230 V AC) for various battery banks. OR
11. 110 V Battery with IPS (Integrated Power Supply)

B.IPS – BASICS AND INSTALLATION:

SMPS based IPS - Station in RE area
(RDSO/SPN/165/2000)

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 C. SMPS BASED IPS FOR PI STATION

Details of Sub-System of SMPS based IPS in RE area

Cabinet Sub System Qty. Rating Redun

dancy

SMPS Panel SMPS Charger 2 Nos 110v.20A 100%

Inverter 2 Nos 110v/ 230v 100%

1000vA

CVT 2 Nos 230/230V.10 - Nil -

00VA
AC
Transformer Signal 2 Nos 230/110v,500 - Nil -
Distribution
(UP ) VA
panel

Transformer signal 2 Nos 230/110v, -Nil -

(DN) 500 VA

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 Transformer Track 1 No. 230/110V,50 - Nil-

(UP) 0 VA

Transformer Track 1No. 230/110V, - Nil -

(DN) 500VA

Relay Internal 3 24-32V, 5A 50%

Nos.

Relay external 2 24-32V,5A 100%

DC
Nos.
Distribution

Panel ( DC- Axle Counter 2 Nos 24-32V,5A 100%

DC (Optional )
Converter )
Panel Indication & 2 Nos 12-28V, 5A 100%

HKT

Block Local 2 Nos 12-28V, 5A 100%

Block Line ( UP ) 2 Nos 12-40V, 1A 100%

Block Line ( DN ) 2 Nos 12-40V, 1A 100%

Block Tele. ( UP ) 2 Nos 3-6V, 0.1A 100%

Block Tele. ( DN ) 2 Nos 3-6V, 0.1A 100%

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 Point machine fuse 1Nos. 20A - Nil -

Battery Bank 55 110V, 120AH - Nil -

cells

D. EARTHING
Earth Conductors
Earth conductors are typically those conductors that carry the surge
to the main point of injection into the ground. These would typically
are:
Copper conductors for equipotential bonding or fault protection, that
come out of a building and which are finally terminated in an earth pit.

The copper conductors that come down the sides of a building (for
lightning protection) and which are finally terminated in an earth pit.

It is recommended that the earth conductors are copper tapes

instead of copper cables to minimize the effect of inductance and
skin effect.

Bonding of the LV earth pit to the building perimeter earth should not
be done external to the building i.e. neither earth pits nor lightning
earth conductors should be brought into the building.

Each rack should be connected to the RES with 10 sq. mm. insulated
copper wire. The racks should be isolated from the floor of the
equipment room as well as from each other

ensure good contact between the metallic mounting ears of the card
files/chassis and the rack via proper use of mounting screws and star
washers.

Run separate ground leads (10 sq. mm. copper cable) between the
ac line to ground arrestors,

On racks or frames containing lightning arrestors, run a separate 10

sq. mm insulated copper wire from the arrestor to the REB.

CHAPTER – VII. OPERATING PANEL AND RELAY ROOM

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A.OPERATION PANEL:
This panel shows the miniature lay out of the yard with controlling
knobs/buttons for operating various functions mounted on the panel.
This also gives indications about the status of the functions i.e.,
Points, Signals, Routes, Gate Control, Track Circuits, etc. This panel
is operated by the Station Master who is in-charge of the Train
Operations at that Station.

B. BRITISH TYPE RRI,

Control cum Indication panel top is i) printed with geographical replica of
the yard layout depicting all important features of signal & Interlocking plan
depicting profile of signals, track circuits level crossing gates, point and
trap indicators stop boards etcetera, ii) provided with push buttons &
switches to operate the system and iii) also provided with indications of
the status of signals, points, level crossing gate, power supply, flasher
relay etcetera, to keep the Station Master informed of the status of yard,
health of the system and guide him through operation.
E. 65
Relay Room:
This consists of racks which are wired and on which the relays are
mounted. This is the interlocking Centre of the Station. This relay
room on one side is connected to the panel to receive commands
from the panel for operation of the functions and also to give
indication to the panel to show the status of the functions which are
controlled by the interlocking. On the other side, this relay
interlocking takes inputs from the field like position of signals, points,

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 track circuits, etc., and gives output to outdoor functions to drive
them.

Panel Diagram with Switches / Buttons

Conditions to be satisfied before a signal are cleared:
a) The concerned buttons or knob has been operated by pressing or
turning.
b) The points required on the route, the overlap and isolation are set
and locked correctly and route is locked.
c) The track is clear on the Route and the Overlap.
d) No conflicting movement is taking place or initiated already.
e) Any level crossing gate interlocked with the signals of the Station
is closed against the route traffic and locked.
f) The crank handles controlling the points on the route, overlap and
isolation are manually locked in the proper place and not available for
taking to the site of the points.
g) Any siding connected to the track on which the movement will take
place is set to the correct position to facilitate the signal movement
and locked.
h) If it is the last stop signal, line clear is already obtained from next
station.

C.DOMINO PANEL
The Panel top is modular by design. Each module is a rectangular metal
box of 54mmx34mm top with an arrangement for housing buttons and
indication lamps in conformity to the signalling scheme and yard plan
printed on the face of modules. These modules are grouped to form top
of the panel and accommodate complete yard plan. The buttons and the
indication lamps are wired and connected to the terminals provided on the
lower part of the panel box. The buttons and the indication lamps are
wired and connected to the terminals provided on the lower part of the
panel box.
Counters provided on the Panel
F. 71
Audible Alarms
• Any Button stuck alarm.
• Any point or signal failure alarm.
• To stop the alarm, ASM has to press an Acknowledge button. But
visual failure indication will continue, till failure is attended and
cleared.
Indications on the Panel
• Point position indication i.e., Normal or Reverse. Point indication:
Point indications are given by means of two white lights one each at
the main ends of
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 Cross over when normal & two white lights on the cross over when
set for reverse
• Signal aspect indication i.e., red or yellow or green or double yellow.
• Route set and locked indication.
• Track occupied indication.
• L.C.Gate indication i.e., closed or open.
• Crank handle position: in or out, free or not free.
• SM‟s Key in or out.
• Point locked or free.
• Which group button has got stuck? i.e., signal/point/common button
Block Indications
• Line clear
• Train passing Advanced starter
• Auto-TOL
• Block section clear

Indications on the panel, Failure alarms and emergency

counters
Various indications of the field functions such as points, signals and
track circuits under different conditions are given on the control
panel. Flashing indications are given to draw the attention under
abnormal or failure conditions of any of the field functions.

Signal indications:
Aspects that are exhibited at each signal are indicated in their
respective positions. A flashing indication is given under lamp failure.
Track indications:
Track strip indications are lit by a white light when a route is set &
locked.Depending upon the point position, corresponding indication
strips are lit.

D. VIDEO PANEL

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 Operation of solid state interlocking (SSI): Solid state interlocking
can be operated through a Control cum Indication panel or through a
visual display unit (VDU), akin to monitor of computer, aided by a key
board and a mouse or a combination of both i.e. VDU and Control cum
Indication panel. However to facilitate easy transition from Control cum
Indication panel with push buttons to a key board, mouse and VDU,
the conventional Control cum Indication panel is provided with a
changeover switch to transfer operation from panel to VDU and vice-
versa.

E.VARIOUS RELAYS USED IN BRIEF

Relays are classified as:

According to mounting - Shelf type & plug in type.
According to application. - Line relays & track relays.
According to polarity on coils - Neutral relays, polarized relays
And Biased relays
According to contact material - Metal to carbon contact relays (Non
proved) - Metal to Metal contact relays (Proved)
According to importance of circuit - Vital relay & non vital relays.
According to immunization - AC immunized DC relays,
Non AC immunized D.C .Relays.
Neutral line and track relays
Contact elements of front contact are carbon and metal for both back
& movable contacts.

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 Type/style of plug-in Relays with metal to carbon type contacts.
Sl.yle description contact arrangement Application/where used
1 QN1 Neutral line relay
12F/4B, 8F/8B, 8F/4B, 6F/6B for indoor and outdoor circuits in non-
RE area
2 QNN1 Neutral line twin relay 6F/2B RH; 6F/2B LH
Twin relays are used where minimum contacts are required.
3 QNA1 AC IMMUNISED DC Neutral relay. Immunity value 250v AC
12F/4B; 8F/8B8F/4B for external circuits in RE (Railway Electrified)
area
4 QL1 Magnetically latched relay 8F/6B For point Control
5 QJ1 Thermal time relay 2F/1B for time delay circuits.
6 QBCA Biased relay with AC immunity
2F (HD)/4B Heavy duty point contactor relays to drive point machine
7 QT2 track relay 2F/2B used in Non-RE area
8 QTA2 AC Immunized track relay 2F/2B used in RE area
9 QSPAI Slow to pick up AC immunized 8F/4B used as reparative
relay for QT2, QTA2 in RE area
10 QECXS1 Lamp proving 4F/4B ON aspect lamp proving
11 QECXS2 Lamp proving 4F/2B OFF aspect lamp proving.

Metal to metal contact plug-in type relays

These relays fall under the category of proved type relays. Since
metal to metal contact can cause fusion or welding when current is
interrupted due to circuit making or breaking, proving of back contact
is necessary. Otherwise cutting the power to the relay cannot be
assumed to drop and break the front contacts (picked up contact due
to exercitation of the relay)

Relays supplied can be of neutral relays, interlocked relays or lamp

proving relays. Further these relays may be supplied as Mini group
consists of two relays on a base plate pre-wired. Minor group with of
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 15 relays for route, signal functions. Major group with of 30 relays for
point functions.

Electrical Key Transmitter

Electrical key transmitter is used for the purpose of controlling a
signal apparatus such as points, LC gates & signals etc. by SM by
retaining key of the controlled apparatus (which is normally locked)
and issuing the same key for releasing the apparatus when required.
Under this system, the working of fixed equipment is locked by
means of mechanical key which is electrically locked in the EKT.

F.RELAY RACKS, RELAY WIRING

EQUIPMENT / ACCESSORIES IN RELAY ROOM
Relay Room have the provision to accommodate
(i) Relay Rack.
(ii) Control Relays of sorts.
(iii) CT Racks.
(iv) Power supply rack for provision of:
a) Fuse Blocks & Bus Bars - 110V AC
b) Fuse Blocks & Bus Bars - 110VDC
c) Fuse Blocks & Bus Bars - 24VDC
d) Fuse Blocks & Bus Bars - 12VDC
e) Fuse Blocks & Bus Bars - 3VDC

Relay Rack’s Arrangements

a) Relay rack, universal type 1 way/2 way/3 way to be used for Q-series
relay racks. Each rack shall have frames for fixing relays in a row with
mounting arrangement .

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 Positioning of the Relays : Two different methods are followed :
A.Grouping of similar relays at one location
Ex. All ASRs and ASPRs are grouped ; All RRs are grouped.
B. Grouping of relays pertaining to each function
Ex. All the relays pertaining to a function (ex. Signal) are grouped &at
one place

RELAY wiring
a) Wiring of various equipments shall be in accordance with the IRS
specification S23.
b) All wiring & cable termination shall be terminated on approved type of
terminal block and tag block.
c) Power supply is extended from power distribution board to relay room
using 10 sq mm copper conductor.
d) Power distribution within relay room from rack to rack is done using
3/20 wire.
e) Relay circuit wiring is carried out using 16/0.2mm dia single core,
multi-strand, flexible annealed tinned copper wire to IS 694.
f) Panel to relay rack wiring is done using 40 core/60 core (multi-core)
indoor cable (each core 1 mm dia annealed tinned copper wire to IS 694) if
panel and relay room are in same building or 30 core signalling cable if
panel and relay room are located separately. The cable used shall be
arranged on ladder (if in-door cable ) or protected in PVC/GI pipe/duct as
per site condition (if signalling cable)

G.POWER SUPPLY RACK

(a) Fuse blocks for various power supplies and the corresponding bus
bars shall be provided separately, preferably on different racks.
(b) Only non detoriating type fuses with visual indication shall be used.
(c) Bus bar tenninal blocks shall be approved type.
(d) Terminal board shall be of Hylem sheet size 6.4 mm thickness to IS:
2036, Paper Base P-4.
(e) Fuses must be of proper rating and rating of the fuses shall be written
on fuse block.
(f) A Voltmeter and Ammeter shall be provided for each set of power
supply on the rack.

H. Bell Testing, Simulation test

Stages in Installation and Commissioning of Relay Interlocking

System at a Station

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 1. Preparation of the permanent way plan by Civil Engineering
Department showing the position of track, point, station building,
distance of adjacent station, kilometer of the station etc.
2. P-Way plan is examined by the signal department for the suitability
of the signalling and then approved.
3. Preparation of signalling plan showing the location of signals,
numbering of points and signals, location of the panel room and relay
room, interlocked gates within the station section etc.
4. Preparation of selection / control table showing the conditions to
be fulfilled for each signal movement with the associated interlocking
needed, track circuits to be proved etc.
5. Design of the circuits based on the selection / control table.
6. Preparation of wiring diagram based on the circuit diagram
approved, contact analysis of relays and marking contact numbers,
repeater relays etc.
7. Installation of relay racks and wiring of the racks as per approved
wiring diagram.
8. Testing of the actual wiring done.
9. Installation of power supply equipment, completion of outdoor
works like track circuits, signals, fixing of point machines etc.
10. Conducting simulation test.
11. Commissioning by connecting indoor equipment to outdoor
equipment after final testing.

J.TESTING OF WIRING
Three types of tests are conducted before taking-up
commissioning:
Wire to wire test or bell test and Wire count test
Energizing relays and testing using Simulation Panel
Circuit wise test using simulation panel and as per table of control
Wire to wire test or bell test & Wire count Test

1. Wire-to-Wire test is done in two stages, once after the drawl of

all the wires and the second time after soldering.
Ensure painting of the Relay name on the back and front sides of
the relay rack. By this, the wiremen can easily locate the relay while
drawing the wire and also while testing the wiring.

Always start from single wire and continue testing until the wiring
ends with single wire The wireman shall give the following
information to the tester after holding the wire.
i) Name of the Relay
ii) Colours of the wires

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 iii) Number of Wires present
iv) Non-availability of wire for complementary contact.

The tester shall mark a tick or slash in the circuit diagram just above
the wire tested.

Bell test after the soldering is similar to the bell test before soldering
except for testing of the double wires. In case more than one wire is
encountered the test shall be continued until the test ends with
single wire.

2. Wire Count Test

Each Q-style Relay base receptacle can accommodate only a

maximum of two wires only. If more than two wires are drawn to
any receptacle, while soldering itself, the mistake can be found out

3. Circuit testing using simulation panel and as per control table

This activity consists of Clearing of signals on the simulation

panel and carrying out the following tests (As per table of control)

Negative tests.
Dead / Approach locking tests
Route / Back locking tests
Testing of conflicting signals
All other circuits viz., SM’s key, CHLR, LXPR,
KLCPR are proved correctly in the respective
signaling circuits.

K.CT RACK
Outdoor Cable Terminations:
Since controls originate from relay room and go to the outside functions
like Points & Signals and their status are repeated to relay room,
signalling cables are laid from the Relay Room to the functions

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 Arrangement of CT Rack

a) Cable conductors of East and West ends shall be terminated

separately.
b) Cable terminations shall be grouped as under:
Signals , Track Circuits , Points , Others.
c) Cable termination shall be arranged in accordance with
geographical location of functions.
d) Identification marker shall be provided on each terminal to identify
the circuit for which it is used.
e) The cable armours and the CT rack shall be earthed.
f) Wiring and termination particulars are to be painted.
g) All the cables shall be identified by punched labels tied on each
cable. Also, cable termination index board to be prepared.

CHAPTER – VIII. LOCATIONS CASES & CABLING

A.LOCATIONS, EQUIPMENT ARRANGEMENTS

Installation.

Foundation

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 a) The foundation of Apparatus Cases single and half shall be cast
as per drawing No. NR/MT/L-45/LB1 and NR/MT/L-45 respectively.
The foundation work should not be done on loose earth
b) Marking of the foundation shall be done at a place where minimum
prescribed clearance from track is available when the location box
has been installed and doors are open.
c) Proper curing of the foundation shall be done and adequate setting
time shall be permitted before installing the location box on the
foundation.

Erection of Location Boxes / apparatus cases

a) Adequate protective works shall be done inside the location boxes

before installation in the field. All the fixtures should be fabricated,
these fixtures should be painted/polished the primer should be
applied inside and outside the location box after cleaning the surface
and one cost of paint should be applied inside the location box. The
fixtures should then be assembled. It is preferable to prewire the
location box at a central place before installation in field. Second coat
of paint inside the box should be done at the time of commissioning.
b) Apparatus Cases shall be created vertical and plumb.
C) Location Boxes should be installed after applying bitumen at the
bottom surface to avoid corrosion.

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 Inside arrangement

a) The Bakelite hylum sheet of size as per the drawings shall be fixed
on angle iron piece inside the Apparatus Cases for fixing the ARA
terminals. The size of the angle iron frame should be 25mm x 25mm
x 3mm. Angle iron frame shall be secured by nuts and bolts Square
bars shall be fixed inside the Apparatus Cases for fixing the fuses,
relays. The wires shall be connected to the ARA terminals using
thimbles and sleeves.

B) 50mm thick salwood plank shall be provided at the bottom in two

halves as per the drawing No. NR/MT/L-45/LB3. Holes shall be cut in
the planks separately for each cable. Armour of the cable shall be
opened and jammed after passing the cable through the hole and
earthed as per this drawing.

c) Cable entry points in the location boxes shall be filled with sand
and plastered with cement.

d) Battery for the track circuits or for any other purpose shall be kept
in a separate location box. It shall not under any circumstances be
kept in the same location box in which charger or relays are kept.
Shelf type relays, if provided shall be with ant tilting arrangement.

e) The wires used for internal wiring inside the location boxes shall
be of proper size and IRS specifications.

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 f) The cables of adequate lengths not less than 5 mts should be kept
in a circle of suitable diameter at 1m depth before being taken into
the Apparatus case.

g) Description of the terminals shall be written neatly on the hylum

board. Drawing of the circuits if required shall be provided on the
inside surface of the door of the location boxes on hylum sheet of
suitable size.

h) Location Boxes in which cables carrying feed to signals are

terminated should be located as close to the signal post as possible.

Earth mark around Location Boxes

Earth work around location boxes where necessary shall be done as

per the relevant drawing enclosed. The earth shall be rammed
including breaking of clods, leveling and dressing. The earth work
around the location boxes shall be up to the plaster level and for
width sufficient for the maintainer to attend the box both from front
and back side.

Location Earthing arrangement

Earthing arrangement of the cable armour shall be done. The earth

resistance shall be measured and written on the earth enclosure
along with date of measurement.

Under ordinary soil conditions, use of galvanized iron or mild steel

electrode is recommended.

Methods of Earth Resistance Measurement

(1) Earths shall be tested by means of a Wheatstone bridge or a G.P.O.

Detector or a megger Earth Tester. Two iron bars with terminals fixed
on them and suitable length of wire shall be used as temporary
Earths.

(2) To test an Earth, iron bars shall be driven about 6m from the Earth to
be tested and 6m from each other as show in the diagram below.

The bars shall be used as temporary Earths and driven in the ground
for 1 m, 0.25mm at a time, then worked backwards and forwards so
as to leave a space for watering. Salt water shall be used to ensure
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 that the bars make a good connection with the Earth. Should salt be
not available, a weak solution of salamoniac in water may be used.

In Fig. E1 represents the Earth under test; E-2 and E-3 represent
temporary earths.

The resistance is ohms, between the respective Earths shall be

tested with the Wheatstone Bridge or G.P.O. Detector or Megger
Earth Tester.
E1

6M 6M

E2 6M E3

Taking R.1 Resistance between E1 and E2

Taking R2 Resistance between E1 and E3
Taking R3 Resistance between E2 and E3

Resistance - R1 + R2 – R3

Outdoor Equipment
1. Point Machines
2. Colour Light or LED Signals.
3. Relays, batteries, chargers, transformers located in location boxes.
4. Track circuits.
5. Axle Counter ground devices (the evaluator taking inputs from
ground devices is located generally in the relay room or in a separate
room in the building housing the relays. The ground devices are
connected to the evaluator through quad copper cable with polythene
insulation.)

B. CABLING
Core & Cross section Usage

2 Core X 25 Sq. mm Power cable

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 8 Core X 1.5 Sq. mm Tail Cable

12 Core X 1.5 Sq. mm Tail Cable / LC Gate cct.

18 Core X 1.5 Sq. mm Main Cable

24 Core X 1.5 Sq. mm Main Cable

30 Core X 1.5 Sq. mm Main Cable

2 Core X 2.5 Sq. mm Track Cct lead connections

Requirement of cable conduction is to be determined depending

upon the circuits run from CT Room /Relay room function.
Cable size to be determined keeping spare conductors to a minimum
of 20% of total conductors used
Numbering of cable is done in ascending order right hand side of the
cable core distribution plan a cable distribution plan.

C.TAIL CABLES
PVC insulated, PVC sheathed and armoured signalling cables are
used for carrying signalling circuits. Conductors are of copper and of
approved size. Cables are classified as „INDOOR‟ cables and
„OUTDOOR‟ cables.
Indoor cables:
Used for internal wiring of signalling circuits with copper conductor,
PVC insulated without armour.
Indoor cables are normally in size 60 cores, 40 cores, 24 core, 20
cores with conductor size 0.6 mm dia. or 60 cores, 40 cores, 24
cores & 16 core of 1.0 mm conductor dia. size.

Outdoor cable:
These are classified as Main cable, Tail cable, Power cable and
Quad cable as per circuit connection requirement.
Main and Tail cables are available in 4 core , 6 core , 8 core , 12 core
, 20 core , 24 core and 30 core, with conductor size 1.5 sq. mm area.
1.5 sq mm (Copper conductor) 2 core size cable are used for track
circuits (Feed end & Relay end) Numbering is generally started from
outer most layers i.e., starting from Blue and ends with Yellow.
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 Power cable:
Used as BUS BAR for power supply from relay room to location
boxes.
Sizes are 10 sq. mm Aluminum single strand 2 core cables. 25 sq.
mm Aluminum single strand / multi- strand 2 cores.
I. 33
Quad cable:
Used for Axle counter circuits, Block line circuits. There are of 6 or 4
quad cable (1 quad = 4 conductors arranged in 2 pairs)
Testing of signalling cables:
500 volts DC Megger to be used for testing of cable.
The insulation resistance should not be less than 5 Meg ohms / Km
in dry weather. (For 500 Mts. 10 Meg ohms, 250 Mts. 20 Meg ohms)
Types of Signalling Cables Used
1. Outdoor Cables: Multi core copper conductor with PVC insulation,
PVC sheath and steel armouring.
Size of conductor: 1.5 or 1.6 sq. mm.
No. of Cores: 6, 8, 10, 12, 16, 20 and 30.
2. Indoor Cables: For the internal wiring of relay in locations and
cabin.
The cable is with plain annealed copper conductor PVC insulated,
unarmoured flame retarding type.
Flexible multi strand wire size 3 / 0.75 mm.
Flexible insulated wire size 16 / 0.20 mm.
Multi core each core of size 1 mm.
Multi core each core of size 0.6 mm.
(Multi core is either 40 or 60 cores)
Single core size - 1 mm.

D. CABLE LAYING PROCEDURES.

Cable laying in station section and beyond

a) Cables should be laid underground, either directly in the trench, in

ducts, in cement troughs or in pipes.

b) Main signal cables from relay room/CT room to Home signal on

either side shall be laid inside 6" dia split DWC/RCC pipe at l m
depth. Laying in split pipe will reduce chances of cable damages due
to outsider digging trenches in cable area. The RCC pipe have the
required strength to withstand impact etc. but it has no flexibility while
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 lying in trenches which have some up or down in trench bed and
lateral curves in trenches. Further, in long run due to soil settlement
RCC pipe tends to develop cracks. DWC pipe have flexibility, longer
life, light in weight and possess required mechanical strengths.
RDSO may further issue specifications and approve firms who supply
good quality DWC pipe. The approximate requirement of split pipe of
6" dia would be about 1.5 km per station.

c) There must be holes on the bottom of the split pipe for draining
away water that may collect.

d) The track crossing, road crossing by main signal cables & tail
cables shall be done through GI / DWC-HDPE pipe of 50 mm dia / 75
nun dia at the depth of 1 meter. This depth shall be ensured to avoid
cable cuts for various reasons. Cable in GI / DWC –HDPE pipe
should cross the track or road at right angle. It should not cross the
track under points & crossings. Extreme care should be taken to
ensure that outer PVC insulation and armouring of cable shall not get
damaged while taking through pipes

e)Cable shall be laid at depth of I m parallel to the track for cables

laid between Home Signals and at 1m below rail flange while track
crossing and at 1.2 m depth for cables laid beyond Home Signals
and Automatic Signal area, IBH & level crossing gates.

f) For safety of track, cable should be laid at 5.5 m from center of

nearest track in area outside station limit and 3 m from center of
nearest track within station limit.

g) The width of the cable trench shall normally be 0.5 meter. A layer
of shifted earth or sand or 0.075 m (3") shall be spread over the
ground before laying the cables. Also, cables shall be covered with
shifted earth or sand of 0.075 m (3") thickness

h) Cable should be laid with ends having been sealed to avoid water
entering through bare end and damaging the cables.

I) Laying the cables in ducts:

i) In big yard, the cables may be laid in RCC ducts or brick
channels with removable top cover.
ii) The location of cable duct should be such that due to
derailment there is no possibility of damage of cable inside
the duct.
iii) The area should not be a theft prone area.
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 iv) There must be holes on the bottom of the duct for draining
away water that may collect.
v) The ducts shall have suitable cover

Laying different cables in the same trench

a) Different cables in same trench can be laid in the following order

from the main track side, to facilitate recognition of cable in urgency.
I) Derivation cable for axle counter.
Ii) Signalling cables.
Iii) L. T. power cable (less than 60 volts if necessary).

B) Power cables laid with other cables should be separated by brick

with the rate of 5 brick/m placed vertically lengthwise.

c) Bricks at the rate of 10 per running metre shall be laid over the
cables and placed breadth wise.

d) Power cables of Electrical department & Telecom cables of BSNL

etc. must not be laid in the same trench along with signaling cables.

Paying out the cables

a) Cable drum shall be mounted on cable wheels.

b) Wheel to be brought to one end of the trench.
c) End of the cable freed and laid in trench;
d) The cable wheel shall then be drawn along the road or track.
e) A party of labour follows the drum and guides the cable from the
road into the trench carefully.
f) In no case, shall the drum be rolled off on to the road for laying the
cable and the cable dragged on the ground for laying purpose
g) Ensure No. kink is formed while paying out the cable
h) Cable shall not be unfolded from the drum by keeping the cable
drum flat on the ground and twisting the cables.

Cable laying on culverts & bridges

a) Cable laid along culverts shall be suitably protected and

supported.
b) Cable shall be taken on the culvert, through a G.I. pipe not less
than 2"dia.
c) The entry and exit ends of the cable from the pipe to the diversion
point of the cable shall be laid in concrete duct.
d) Cable laid along a metallic bridge should be placed inside a
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 metallic trough which may be filled, as an anti-theft measure, with
sealing compound.
e) Should be protected in a manner, which would involve minimum
vibration and facilitate maintenance work.
f) Extra length of 6 m to be kept at each end in the form of coil.

Cables leading to cabin / station building / Relay room / Goomties

a) In the Cabin/Relay room/Goomty/Location hut, the entry point of

cable from outdoor should be protected by suitable masonry and
plaster to-guard.
b) The area enclosing the base of cables should be filled up with
layer of sand in addition a thin layer of cement plaster with good
top finish should be provided.
Jumper cables for track circuits

There are numerous instances of jumper cable cut due to Engg. Staff
working. Such instances can be minimized if jumper cable is tied with
the nearest sleeper. This should be done on wooden sleepers using
iron clamps/hooks. On PSC sleepers jumper cable shall be tied using
Track circuit bonding kit using clamp, resin & hardener. Where
sleeper ends, cable shall be buried under ground in the line of
sleeper and taken to TUB.
Testing of cables before laying

a) Visual inspection.
b) Insulation test.
c) Continuity test.
d) Bedding & armouring shall also be inspected to see that there has
been no damage during transit or in storage.
e) Insulation measurement should be done before cable is unwound
from the drum by removing the end seals.
f) A cable register should be opened station and test results on
cable insulation should be recorded after cable laying in the format
shown below

Cable
Type: Size: Make- Date of Installation
No.
Insulation
Insulation Result of
Date of against
Core No. against continuity Remarks
Test conducto
earth Test
r

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 General Precautions to be taken while laying cable

a) Excavation of the trenches should not be done in long lengths and

does not remain uncovered overnight. Preferably digging of
trenches, laying of cable and refilling are to be done on the same
day.
b) Shoring materials should be kept ready in hand for shoring the
bank where ashes or loose materials are encountered.
c) Back filling of the trenches should be done properly, rammed and
consolidated.
d) During excavation, the earth of the trenches shall not be thrown
on the ballast instead it should be thrown by the side of trenches
away from the track.
e) Excavation work for cables laid close to the track or arrangements
for track crossing of cable (like GI/DWC-HDPE pipe laying under
track) should be done only just before laying the cables in the
presence of an official from Engineering Department. Caution
order, messages may be issued wherever necessary.
f) The work shall be personally supervised by an S&T official not
below the rank of JE-II.
g) Extreme care should be taken to ensure that outer PVC insulation
and armouring shall not be damaged while taking through pipes.
h) All materials used for cable laying and terminations shall be of
RDSO/IS specifications and from RDSO approved manufacturers.

CHAPTER – IX. DRAWINGS AND PLANS – INTRODUCTION

A. SIGNALLING PLAN
Engineering department prepares a plan depicting all the lines,
points, Level Crossings if any, Foot-over Bridge (FOB), Sub-way if
any coming within the station section, Bridges if any, gradient etc.
This plan is called as the "P-way Plan". This plan is studied by the
Signal Engineers and based on this a Signalling Plan is prepared
B. Aspects sequence chart
Aspect sequence chart given on the Signal Interlocking Plan for
preparation of selection table. to control aspect sequence of the
signals. Signals aspect in preceding signal, signal in advance from
FSS to LSS following regular aspects of the other related signals are
indicated in sequence.

C. CONTROL TABLE
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 Selection Table
In the relay interlocking systems, the safety of train movements in the
yard has to be ensured in the various electrical signaling circuits that
are prepared for the system. The circuits therefore have to be
prepared carefully and meticulously and checked thoroughly from the
point of view of safety ..
A 2 tier or even 3-tier checking of the control table is done for the
correctness and approved by the approving authority before it is
translated into circuits.
The control table is also very much useful at the time of testing the
installation before commissioning.

D. TRACK CIRCUIT BONDING PLAN

The arrangement of Track feed and Track relay end arrangements
are shown on a diagram in which track is shown in double line
representation. All the Insulated Block joints / glued joints of track
circuits are marked. In this diagram the polarity fed on the portion of
track circuits are indicated. The connection to track lead junction
boxes, and the connected apparatus also indicated in a geographical
layout. This is a convenient diagram to conform proper staggering of
polarity on rails and polarity change / jumper connection for track
circuit bonding.

E. CABLE ROUTE AND CABLE PLAN

a) Foot by foot survey to be done along the track to determine best
possible cable routes.
Cable route plan is to be prepared showing the actual alignment of
track giving offsets from P/Way and permanent structure. Diagram
should include road and track crossing, crossing with power cables,
water & sewage main and other points of importance.

b) Cable route plan thus prepared should also be approved by

Engineering & Electrical department.

c) Clearance from Maintenance wing of S&T to be obtained for cable

route plan when alteration works/ new works are taken up on existing
installations / in the vicinity of existing installations

Cable size to be determined keeping spare conductors to a minimum

of 20% of total conductors used in, each cable working between the
outermost facing points of the station and a minimum of 10% of the
total conductors used in each cable working beyond the points area
and up to outermost signals
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 F.LOCATION PLAN & WIRING
Location plan for each location is prepared with Description , the
terminals , Cables Incommoding and outgoing, Outdoor apparatus
controlling from this location, relay and circuit wiring inside this loc
case power supply termination and equipment connections and
adjacent location connections on all side finally all tail cable
connection details are neatly planned and drawn in this diagram.

a) The Bakelite hylum sheet of size as per the drawings shall be fixed
on angle iron piece inside the Apparatus Cases for fixing the ARA
terminals. The size of the angle iron frame should be 25mm x 25mm
x 3mm. Angle iron frame shall be secured by nuts and bolts Square
bars shall be fixed inside the Apparatus Cases for fixing the fuses,
relays. The wires shall be connected to the ARA terminals using
thimbles and sleeves.

b) 50mm thick salwood plank shall be provided at the bottom in two

halves as per the drawing No. NR/MT/L-45/LB3. Holes shall be cut in
the planks separately for each cable. Armour of the cable shall be
opened and jammed after passing the cable through the hole and
earthed as per this drawing.

c) Cable entry points in the location boxes shall be filled with sand
and plastered with cement.

d) Battery for the track circuits or for any other purpose shall be kept
in a separate location box. It shall not under any circumstances be
kept in the same location box in which charger or relays are kept.
Shelf type relays, if provided shall be with ant tilting arrangement.

e) The wires used for internal wiring inside the location boxes shall
be of proper size and specifications.

f) The cables of adequate lengths not less than 5 mts should be kept
in a circle of suitable diameter at 1m depth before being taken into
the Apparatus case.

g) Description of the terminals shall be written neatly on the hylum

board. Drawing of the circuits if required shall be provided on the

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 inside surface of the door of the location boxes on hylum sheet of
suitable size.

h) Location Boxes in which cables carrying feed to signals are

terminated should be located as close to the signal post as possible.

Numbering of cable to be done in ascending order from right hand

side of the cable core distribution plan.

f)Style of numbering should be indicated with specific information, as

for example 0112(4) here 1st two digit '01' indicate cable No.1 next
two digit 12 indicate 12 core cable and 4 in bracket indicate, number
of spare conductor. All the cores of the cable should be numbered
with plastics markers. These markers should generally tally with the
terminal numbers.

CHAPTER – X. PRACTICALS STUDY OF SIGNALLING EQIPMENTS

A.INDOOR MODEL, SAMPLES, PANEL, RELAY R OOM

B.OUT DOOR YARD POINT MACHINES, INSULATED JOINTS, SIGNAL

ASSEMBLE, LC GATES

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